011-Technical Regulatory Standards On Japanese Railways (Rolling Stock)

Technical Regulatory Standards
on Japanese Railways
(Rolling Stock)
◇ Ministerial Ordinance established by the MLIT (Ministry of Land, Infrastructure, Transport and
Tourism) of the Japanese Government: “Ministerial Ordinance to Provide Technical Regulatory
Standards on Railways”.
◇The official notifications given from the Director-General of the Railway Bureau, the
MLIT.: “Approved Model Specifications”
◇ Explanations for the above.
Compiled under the supervision of:

Railway Bureau
Ministry of Land, Infrastructure, Transport and Tourism
Japanese version issued by:

Japan Railway Rolling Stock & Machinery Association
English version issued by:

Japan Railway Technical Service
This book is an English translation of the “Explanation on Technical Regulatory Standards on
Japanese Railways (Rolling Stock)” compiled under the supervision of the Railway Bureau, the
MLIT (Ministry of Land, Infrastructure, Transport and Tourism), and issued by the Japan Railway
Electrical Engineering Association. The Japan Railway Technical Service has issued this translation
version with the cooperation of the same Association.
Foreword by Editorial Supervisor
Technical regulatory standards on Japanese railways are intended to assure the safety of railway
operations through a process whereby the state specifies a certain level of socially desirable criteria
for railway facilities and rolling stock and urges the railway operators to observe the standards. The
criteria of the standards are stipulated in terms of structure, maintenance, train operation to be met
by all Japanese railway operators, irrespective of their level of technical capability, state of business
and so forth.
Ministerial ordinances have tended to stipulate specific specifications, dimensions, methods, etc.
Simply following these specifications ensured that given performance requirements were
automatically met. But this could hinder the introduction of new technologies into the railways is
some cases.
In order for railway operators to be able to introduce new technologies more freely and improve
their technical capabilities without affecting the safety of railway operations, it was decided that
ministerial ordinances or other technical regulatory standards on railway should provide
performance standards by defining the basic capabilities essentially required for facilities or rolling
stock. On December 25 last year, new ministerial ordinances based on this concept were issued.
Also, to serve as a reference for technical judgment by railway operators, noncompulsory
“Approved Model Specifications” that provide numerical interpretations of ministerial ordinances,
etc. have been prepared and distributed.
In future, by using these Approved Model Specifications as a guide while complying with
ministerial ordinances, railway operators are expected to establish their own detailed
implementation standards that reflect their individual circumstances, and carry out the designing,
and maintenance of railway facilities and rolling stock as well as train operation in accordance with
the standards.
It is therefore timely that the “Explanation on Technical Regulatory Standards on Japanese
Railways (Rolling Stock)” for use as a reference by working personnel and as a guideline for
formulating specific implementation standards was published by the Society for Research Study of
Rolling Stock Technical Regulatory Standards (President: Prof. Yoshihiro Suda, Center for
Collaborative Research, the University of Tokyo) through the Japan Railway Rolling Stock &
Machinery Association that serves as an executive office for the Society.
This publication explains the concepts behind established specifications, changes in conventional
specifications, etc. in the light of technical grounds, typical cases, etc. as of the time when the
relevant ministerial ordinances and interpretive criteria were established. This publication is
expected to be useful when drawing up implementation standards and for the designing,
maintenance, train operation.
In conclusion, I sincerely thank Prof. Suda and all others concerned for their great efforts in
producing this publication.
March 2002 Kenji Shiratori
Technical Councilor (In Charge of Railway Bureau)
Minister’s Secretariat, Ministry of Land, Infrastructure,
Transport and Tourism

― Remarks ―
[Ministerial Ordinance]
- Ministerial Ordinance to Provide the Provide the Technical Regulatory Standard on Railway
(Ministerial Ordinance No.151 of December 25, 2001)
[Public Notice]
- Public Notice to Stipulate Dangerous Items under the Item 20, Article 2 of the Ministerial Ordinance
Providing the Technical Regulatory Standard for Railway
(Public Notice No.169 of 1987)
- Public Notice on Periodic Inspection of Facilities and Rolling stock

(Public Notice No.1786 of 2001)
[Approved Model Specifications]
- Approved Model Specifications for Ministerial Ordinance to Provide the Technical Regulatory Standard
on Railway
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Contents
Common Section
Chapter 1 General Rule
Article 1 Objective............................................................................................................................ (3)

Article 2 Definitions ......................................................................................................................... (9)
Article 3 Implementation Standard ..................................................................................................(16)
Article 4 Submission of Documents ................................................................................................(21)
Article 5 Prevention of Danger ........................................................................................................(23)
Article 6 Prevention of Extreme Noise ............................................................................................(26)
Article 7 Measures to be Provided for Smooth Transport of the Elderly and the Handicapped ......(30)
Article 8 (Deleted) ...........................................................................................................................(34)
Chapter 2 Staff
Article 9 Safety Assurance of Train Operation ................................................................................(36)

Article 10 Education and Training, etc. of Staff ............................................................................ (39)
Article 11 Duties, etc. of Crew to Operate a Motive Power Unit ..................................................(44)
Rolling Stock Structure

Chapter 8 Rolling Stock
Section 1 Rolling St ock Gauge

Article 64 Rolling Stock Gauge .......................................................................................................(55)
Section 2 Weight of Rolling Stock, etc.
Article 65 Limitation of Impact of Rolling Stock Imposed to Track and Structure ........................(62)
Article 66 Stability ...........................................................................................................................(65)
Section 3 Running Gear of Rolling Stock, etc.
Article 67 Running Gear, etc. ..........................................................................................................(71)
Article 68 Power Generation and Related Equipment..........................................................(77)
Article 69 Braking Devices .............................................................................................................(91)
Section 4 Carbody Structure and Rolling Stock Devices

Article 70 Structure of Carbody.....................................................................................................(130)
Article 71 Structure to Abate Extreme Noise ................................................................................(136)
Article 72 Structure of Driver’s Cabin...........................................................................................(141)
Article 73 Structure of Passenger Car or Compartment ................................................................(145)
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Article 74 Structure of Passenger Entrance and Exit .....................................................................(157)
Article 75 Structure of Gangway Entrance and Gangways ...........................................................(170)
Article 76 Structure of Emergency Exit.........................................................................................(175)
Article 77 Coupling Devices .........................................................................................................(178)
Article 78 Structure of Rolling Stock to Transport Special Freight ...............................................(181)
Article 79 Equipment of a Driver’s Cabin .....................................................................................(184)
Article 80 Internal Pressure Vessels and Other Pressure Supply Sources
and Other Accessories..................................................................................................................(196)
Article 81 Rolling stock Accessory Devices..................................................................................(202)
Article 82 Rolling Stock Identification ..........................................................................................(208)
Section 5 Countermeasures against Rolling Stock Fire, etc.
Article 83 Countermeasures against Rolling Stock Fire ................................................................(213)
Article 84 Fire Alarms ...................................................................................................................(235)
Article 85 Function of Devices at Power Failure ..........................................................................(237)
Section 6 Rolling Stock Facilities for Trains, etc., Stationed by a Single Staff Member Who Drives
the Motive Power Car.
Article 86 Rolling Stock Facilities for One Man Operation ..........................................................(240)
Other Facilities
Chapter 8-2 Other Facilities
Article 86-2 Devices to Record the Train Operation .....................................................................(253)
Maintenance of Rolling Stock

Chapter 9 Maintenance of Facilities and Rolling Stock
Article 87 Maintenance of Facilities and Rolling Stock ................................................................(265)

Article 88 Inspection and Field Test of Newly Installed Facilities
and Newly Manufactured Rolling Stock, etc. ..............................................................................(274)
Article 89 Inspection and Monitoring of Main Track and Overhead Electric (Catenary) Line
over the Main Track and Inspection of Train ...............................................................................(276)
Article 90 Periodic Inspection of Facilities and Rolling Stock ......................................................(278)
Public Notice on Inspection Article 5 Periodic Inspection of Rolling Stock.......................................(278)
・About Periodic Inspection Intervals ............................................................................................(278)
・About Inspection Item and Inspection Methods of important Part Inspection and Whole Inspection
(294)
・About Management of the Static Wheel Load of Rolling Stock .................................................(388)
・About Insulation Test ...................................................................................................................(402)
・About Inspection of Axle .............................................................................................................(403)
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・About Inspection Method for Brake Devices ..............................................................................(408)
・About Inspection Method of the Truck Frame.............................................................................(409)
・About Inspection Intervals as Defined in the Proviso to Article 5
and after of the Public Notice ......................................................................................................(420)
Public Notice on Inspection Article 6 Exceptions for Inspection ........................................................(427)
・About Exceptions for Inspection of Rolling Stock ......................................................................(427)
Article 90 Periodic Inspection of Facilities and Rolling Stock ......................................................(436)
・Inspection of Cable Railways ......................................................................................................(436)
Article 91 Records .........................................................................................................................(439)
・About Records etc........................................................................................................................(439)
Chapter 11 Special Railways
Article 120 Special Railways .....................................................................................................................(443)

Public Notice on Special Railways Article 2
Suspended Railways, Straddled Type Monorail .............................................................................(443)
Guide Rail Type of Railways ..........................................................................................................(447)
Trackless Electric Cars .....................................................................................................................(451)
Cable Railways .................................................................................................................................(453)
Levitation Railway .........................................................................................................................(459)
Magnetically Guided Railways ......................................................................................................(461)
References
Background for Abolishment of Regulations
・About the Abolishment of Regulations Regarding “Special Cars” ................................ (467)
・About the Abolishment of Regulations Regarding Water Pressure Tests
(Internal Pressure Vessel) .............................................................................................................(468)
・About the Abolishment of Regulations Regarding “Persons Who Conduct Inspection
on Cars, etc. and Test Runs” ......................................................................................... (469)
・About the Abolishment of Regulations Regarding “Inspection of
the Vehicle Meter” .......................................................................................................... (470)
Inspection Intervals in the Past
・Other Types of Locomotives, Passenger Cars and Freight Cars ................................. (472)
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・Internal Combustion Locomotives and Internal Combustion Railcars....................... (478)
・Freight Wagons........................................................................................................... (481)
・Steam Locomotives .................................................................................................... (482)
・Shinkansen .................................................................................................................. (483)
・Straddled Type Monorails, Suspended Railways and Guide-rail System Railways
..................................................................................................................................... (485)
・Non-conventional Railways (Trolley Buses) .............................................................. (486)
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Common Section
Ministerial Ordinance to Provide Technical Regulatory Standards on Railways
Chapter 1 General Rule
(Objective)
Article 1. This Ministerial Ordinance is set forth to secure the safe and stable transport and thereby to
contribute to the promotion of public welfare, by establishing the necessary technical standards for
facilities to be used for rail transportation (hereinafter referred to as “facilities”), and rolling stock
structure and handling.
(Preamble)
“Ministerial Ordinance Providing for the Technological Standard for Railways” (Ministerial Ordinance
No.151 prescribed by the Ministry of Land, Infrastructure and Transport, 2001) (hereinafter referred to as
the “Ministerial Ordinance”) was established recently. Following this, standard interpretation, which
substantiates and quantifies the details of the Ministerial Ordinance etc., with regard to the structure,
maintenance, operation and handling of facilities and rolling stock, in order to achieve the Objective of
Chapter 1 of the Ministerial Ordinance, (hereinafter referred to as ‘Approved Model Specifications’) has
been prescribed as follows.
In the prescription of the Approved Model Specifications, specific concepts behind Ministerial Ordinance
and other rules of similar nature, which can be deemed appropriate in consideration of factors including
historical performance, current technological standard and trend in technical development, shall be
indicated with regard to the structure and handling of facilities and rolling stock provided for use of railway
transportation, on the premise that any danger capable of posing a risk to each and all persons and objects
involved in train operation and other activities of similar nature is minimized, in the light of technical
feasibility and economical efficiency.
The matters indicated in these interpretations shall be treated to conform to the Ministerial Ordinance but
not necessarily negate the matters that are not included in the interpretations.
These interpretations shall be the authority in the examinations of licenses and other activities of similar
nature by the country and in the creation of implementation standards by railway business operators, based
on the above-mentioned principles, and railway business operators under the jurisdiction shall be guided
with due consideration given to this intent in order to ensure such matters as the safety of railway
transportation.
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[Explanation]
When the Transport Policy Council and related organizations formulated the Ministerial
Ordinance to Provide Technical Regulatory Standards on Railways etc., discussions included the
directionality of railway technology based on changes in the environment surrounding railways.
The background to this process is as follows:
1. Ideals for Future Railway Technology Administration

1-1 Consultation with the Transport Policy Council (a consultative body active during the era of
the Transportation Ministry)
In 1997, as the 21st century approached, the Japanese railroad sector was surrounded by economic
and social circumstances characterized by significant change, and innovation was progressing in
various fields of technology that supported railroad systems. Railways were required to respond to
this process of change in order to create a renewed status quo suitable for the new era. Against
this background, the Minister of Transport proposed consideration for ideals of future railway
technology administration to the Transport Policy Council on December 19, 1997.
During its research and discussions, the council identified and studied matters that were closely
related to railroad administration and thus to be decided on through deliberation, and examined
relationships with other reports submitted by other deliberation councils. In regard to technical
criteria, attention was paid to the policies outlined below, which were adopted as basic concepts in
Re-Revision of the Deregulation Promotion Plan (Cabinet decision, March 1997).
(1) Shift from criteria that prescribe materials, specifications and standards in detail toward more
basic and minimal performance criteria.
(2) Adopt only basic and minimal social regulations that conform to the policy objectives of the
administration.
(3) Shift from an ex-ante regulation type of administration to an ex-post checking type.
1-2 Report by the Transport Policy Council

The details of Ideals for Future Railway Technology Administration (Report on Inquiry No. 23,
November 1998) submitted by the Transport Policy Council are outlined below.
(1) Background to the Report
Japanese railroads are surrounded by economic and social circumstances characterized by
significant change, and innovation is progressing in various fields of technology that support
railroad systems. Railway technology administration is required to appropriately respond to this
process of change, and at the same time contribute to the further improvement of safety.
(2) Challenges Facing Railway Technology Administration
(i) Requests of nation to the Railway Sector
The nation requires the railway sector to steadily maintain high levels of safety. In recent years,
railways have faced increasingly high demand for developments such as the securement of safe
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transportation, care for mobility-handicapped people, environmental friendliness and openness of
information.
(ii) Response to Changes in the Economic/Social Environment
The railway technical field is expected to fully leverage the originality and ingenuity of railroad
operators in order to bring new energy and development to railroad business through the provision
of a variety of services, the implementation of cost reductions and so on. Accordingly, the parties
involved face demand to reduce government involvement while maximizing commitment to market
fundamentals, and at the same time to rationalize ex-ante regulation and strengthen ex-post
checking concerning administrative methods.
(iii) Response to Changes in the Technical Environment
The technical environment surrounding the railway business is undergoing major change in line
with the significant progress of technical innovation, the enhancement of railroad operators’
technical capabilities and other influences. To cope with this change, suitable administrative
methods need to be adopted.
(iv) Widening Gap in Technical Capabilities among Railroad Operators
While small-scale businesses such as third-sector companies continue to exist, there has been an
increase in the number of railway operators with high levels of technical capability obtained
through technical innovation and long-term accumulation of experience. This situation has
resulted in a widening gap in technical capability among such operators. Accordingly, there is a
need to flexibly meet challenges depending on levels of technical capability.
(3) Basic Policies of Railway Technology Administration
Essentially, railway operators should address demand for developments such as securing safety
and convenience under their own responsibility. However, as the government is additionally
expected to play a certain role, it must also act to adequately meet such demand.
For these reasons, future railway technology administration should incorporate the following
demands into its basic policies to promote them:
(i) Set securement of safety as the first objective.
(ii) Accurately understand requests, such as those to secure convenience, and effectively
address them.
(iii) Entrust issues in fields where the market mechanisms work effectively to railway operators
based on the concept of self-responsibility, but maintain roles as necessary in other fields,
such as the securement of safety.
(iv) Adopt administrative methods that respect the initiative and subjective judgment of railroad
operators and related parties on the premise that goals (i) and (ii) above are achieved.
Administration should consider that individual railroad operators have varying levels of
technical capability and other differences.
(v) Actively publicize relevant information as necessary (a role for the government and railroad
operators).
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(vi) Flexibly respond to changes in technology and society.
(4) Fields in which Railway Technology Administration Should Play a Role
Fields in which railway technology administration should play a role are defined as follows:
(i) Those where more than a certain level of safety needs to be secured as a social need.
(ii) Those where the market mechanisms do not work easily and effectively.
(iii) Those where influence extends to parties other than railroad operators and users.
(iv) Those involving the formulation of nationwide rules and other related fields.
(5) Main Measures
Ideal provision and management of main measures to be taken up by future railway technology
administration are as follows:
(i) Performance Specifications for Technical Standards
Technical standards (in the form of ministerial ordinances, etc.) in principle specify levels of
required performance to enable technical judgment reflecting the introduction of new technology
and individual circumstances. Interpretive criteria (approved model specifications) should be
formulated together to exemplify the details of technical standards when performance is specified
using concrete examples and numerical values.
(ii) Others
Other relevant policies and measures include the introduction of operator recognition systems as
ex-ante regulation, reinforcement of administrative methods for ex-post checking, and promotion of
information disclosure. However, the details are omitted here.
1-3. Establishment of a Technical Standards Committee

In November 1998, the Transport Policy Council delivered a report called Ideals for Future
Railway Technology Administration. It stated: “In regard to railway technical standards, degrees of
technical freedom must be expanded in terms of standards based on laws (hereinafter called
“ministerial ordinances, etc.”) in order to widen the technological scope of initiative and subjective
judgment among railway operators.” Many current ministerial ordinances, etc. are drawn up in the
form of specification codes in which concrete specifications and standards are presented. These
fixed standards enable railroad operators to make uniform judgments regardless of differences in
technical capability, but hinder flexibility in responding to new technology and individual
circumstances. In order to address this problem and increase the degrees of technical freedom
enjoyed by railway operators, it is necessary to instead formulate ministerial ordinances, etc. in
principle with specification codes that prescribe the levels of performance to be achieved. In
addition, for provisions of such ministerial ordinances, etc., the report stated: “It is appropriate to
draw them up so that performance requirements are presented as systematically and specifically as
possible.” At the same time, it was also decided that the Technical Standards Committee
(hereinafter “the committee”) should be established under the Transport Policy Council Railway
Subcommittee to study specific policies and related matters regarding performance specifications in
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technical standards and to discuss original proposals for such standards.
2. Background to the Formulation of the Ministerial Ordinance to Provide Technical Regulatory

Standards on Railways
2-1 Deliberation of Original Proposals to Specify Performance in Technical Standards
For concrete study on specifications regarding performance in current technical standards, the
Technical Standards Committee (consisting of 16 members from universities, the Railway Technical
Research Institute, the Traffic Safety and Nuisance Research Institute of the Ministry of Transport,
the Japan Railway Construction Public Corporation, railroad associations and railroad operators)
was set up under the Transport Policy Council Railway Subcommittee in December 1998. The
committee studied the matter exhaustively and compiled an interim report in December 1999 stating
that it was necessary to deepen discussions regarding consideration for the elderly, people with
limited mobility, etc. in institutionalizing specifications.
To address these issues, further study was conducted by the Technical Standards Committee,
which was placed under the Railway Bureau of the Ministry of Land, Infrastructure, Transport and
Tourism following a reorganization of government ministries, and the results of the study were
compiled to create a report in June 2001.
The compilation of the report involved identifying basic ideas and concepts relating to
performance specifications in technical standards and arranging an original proposal for
performance specifications as examined based on these ideas and concepts.
Focused work to specify levels of performance in technical standards and to draw up an original
proposal, including approved model specifications, was carried out by a study group (consisting of
academic experts, representatives from the National Traffic Safety and Environment Laboratory and
the Railway Technical Research Institute, railroad operators, staff from the Ministry of Land,
Infrastructure, Transport and Tourism, and others) for the fields of civil engineering (the Japan
Railway Civil Engineering Association), electricity (the Japan Railway Electrical Engineering
Association), vehicles (the Japan Railway Rolling Stock & Machinery Association) and train
operation (the Japan Train Operation Association).
2-2. Terms Examined for Revision

The committee selected the following items as major terms for examination:
(i) Basic ideas for performance specifications in technical standards
1) Systems and regimes (overall concept of ministerial ordinances, approved model
specifications, commentaries, etc.)
2) Matters to be specified and underlying ideas
3) Considerations (international coordination, maintenance, etc.)
(ii) Original proposal for technical standards
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2-3. System of Technical Standards
Safety and other considerations related to rail transportation are secured under the overall
management of railroad operators through integrated efforts with staff who have the necessary
knowledge and skills based on facilities and vehicles meeting specified levels of performance while
carrying out the required activities for operation and handling. It is therefore rational for
ministerial ordinances, etc. to incorporate these factors into an integrated system and indicate the
necessary levels of performance and required operation/handling for each facility.
Under current ministerial ordinances, etc. specifying performance, it has been necessary to
indicate specifications corresponding to speed and structure, which depend on railway types.
However, performance requirements to be prescribed following performance specifications in
ministerial ordinances, etc. are expected to be generally similar between different types of railways.
It is therefore appropriate to review the rules for the three types of structures (general railways,
Shinkansen railways and special railways) and the two types of driving (railways and Shinkansen
railways) on the assumption that they are integrated.
It was also deemed appropriate to create hierarchical technical standards by putting in place
approved model specifications, practice criteria and commentaries under these integrated rules.
Clear descriptions will be given in Article 3 (Implementation Standards) regarding how approved
model specifications, implementation standards and commentaries should be prepared and handled.
2-4. Ideals for Ministerial Ordinances, etc.

Most current ministerial ordinances, etc. are subject to particular specifications, dimensions,
formalities, etc. Although implementing such conditions will automatically ensure that the
required level of performance is reached, they may hinder the introduction of new technology, etc.
For this reason, when levels of performance are specified in ministerial ordinances, etc., it is
necessary to clarify the performance requirements not only for currently existing systems and
structures but also for railroad facilities for which specifications are in place that are expected to be
put into practice in the future. This will increase the degree of technical freedom enjoyed by
railroad operators without hindering the introduction of new technology while at the same time
ensuring that safety requirements and other matters are adequately considered.
However, due to the risk of differing interpretations if abstract performance levels were specified,
it was deemed necessary in principle to formulate ministerial ordinances, etc. as standards
indicating required levels of performance as specifically as possible.
3. Concepts of Article 1 (Objects) of this Ministerial Ordinance

3-1. Concepts of Technical and Economic Possibility
The committee decided through its deliberations that the level of safety to be secured through
government involvement should be one where danger that could be posed to all people and objects
can be minimized taking into account technical ability and economic potential.
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In railroad business, it is the responsibility of railroad operators to ensure a certain level of safety.
To secure higher levels of safety, railroad operators should judge the costs and benefits of
investment in light of user feedback.
In addition, railroad operators should achieve the objectives of the ministerial ordinance by
formulating implementation standards based on these ideas and concepts and by faithfully
observing the criteria stated.
This ministerial ordinance was drawn up based on these concepts and ideas to require safety and
other considerations within the scope of a technical level whose achievement can currently be
expected.
3-2. Concepts of Safety in Transportation

Matters to be prescribed in ministerial ordinances, etc. should be those for which security needs
to be ensured and those to be observed by railroad operators to secure safety, except those provided
in other laws and ordinances.
Here, people and objects whose safety should be secured are defined as passengers, third parties
and railroad staff as people, and assets of third parties and so on as objects.
3-3. Concepts and Ideas Regarding the Reliability of Transportation

The level of reliability indicated in technical standards should correspond to the needs of
transport planning. This covers the level of ability needed for actual operation of trains, meaning
that facilities, vehicles and so on corresponding to the operation of trains, etc. should be adequately
prepared. As a matter of course, this requirement is premised on technical possibility and
economic potential.
(Definitions)
Article 2. Meaning of the terms used in the Ministerial Ordinance used in each of the following is defined as
follows:
(1) Shinkansen: Means Shinkansen (the new trunk line railway) that is stipulated in the Article 2 of the
Nationwide Shinkansen Railway Development Law (Act No.71 of 1970);
(2) Main Operating Body: Means a corporation that carries out the Shinkansen business;
(3) Main Construction Body: Means a corporation that carries out the Shinkansen construction;
(4) Gauge: Means the minimum distance between railheads in a tangent section where center of the track is
straight;
(5) Main Track: Means a guide way on which trains are operated for service on scheduled basis;
(6) Side Track: Means a guide way other than a main track;
(7) Station: Means a place to be used for passengers to board or alight, or for freight to be loaded or unloaded;
(8) Signal Station: Means a place to be used mainly for trains to pass each other or wait for each other;
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(9) Marshaling Yard: Means a place to be used for shunting cars or making up a train;
(10) Station and Halt: Means a station, signal station and marshalling yard;
(11) Railway Shed (or Train depot): Means a place to be used primarily to house cars;
(12) Cars: Means locomotive, passenger car, freight car, or special car (snowplow, track inspection car, electric
inspection car, accident rescue car, and/or those cars that have special structures or facilities) to be primarily
used for railway business;
(13) Train: Means a set of coupled cars, referred to as consist to be run on the guide way outside of station and
halt;
(14) Motive Power Unit: Means cars equipped with some form of motive power;
(15) Block: Means a section or a length of track to be exclusively occupied by one train;
(16) Rail Signal: Means signal, sign and indicator;
(17) Signal: Means a device to indicate the operating conditions for the crew in operation of a train or a car
(hereinafter referred to as “train/car”);
(18) Sign: Means a method of indicating the intent of a crew between each other;
(19) Indicator: Means the device to indicate the location, direction or condition of an item to a relevant person;
(20) Dangerous Items: Means the items that are determined dangerous by the Public notice from the Minister
of the Ministry of Land, Infrastructure, Transport and Tourism, but are not subject to the paragraph 2 of
Article 20 of the Explosives Control Law (Act No.149 of 1950).
[Explanation]
1. Definition of Terms
This article was provided to define terms used in the ministerial ordinance so as to prevent confusion due
to misunderstandings in enforcement of the provisions of the ordinance and related matters. It is therefore
necessary to make judgments taking these definitions as the only grounds for interpretation and handling.
Accordingly, alternative interpretation based on arbitrary judgment must be avoided.
For example, the meaning of “cars” in its general sense includes automobiles and the like. However, as
applied to this ministerial ordinance, it refers exclusively to railway cars such as locomotives and electric
railcars.
The meanings of terms that are not defined should be judged based on commonly accepted ideas in
consideration of the intended meanings of the ministerial ordinance.
2. Shinkansen
The definition of Shinkansen is that of Shinkansen railways provided in Article 2 of the National
Shinkansen Railway Development Act (Act No. 71 of 1970). In the article, a clear definition is given as
follows:
Article 2
The term “Shinkansen railway" as used in this act means an trunk railway capable of running at
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a speed of two hundred kilometers per hour (200 km/h) or more in its major sections.
An exception is provided in Paragraph 6 (construction of new railway lines with Shinkansen specifications,
etc.) of the supplementary provisions of the act.
Paragraph 6 of the Supplementary Provisions of the Act
The Minister of Land, Infrastructure and Transportation may, for the time being pursuant to the
provisions of a cabinet order, decide a development plan (hereinafter called a “provisional development
plan”) concerning construction of new railway lines with Shinkansen specifications and mini-Shinkansen
(hereinafter called “new railway lines with Shinkansen specifications, etc.”), as listed below, in all or some
sections for which the Minister has ordered construction subject to Article 8, in order to contribute to the
formation of high-speed transportation networks through arrangement of high-speed railways, classified as
sub-Shinkansen, which provisionally constitute part of Shinkansen railway-based national railroad
networks, taking into consideration various circumstances regarding the arrangement of Shinkansen
railways.
1. New Railway Lines with Shinkansen Specifications

Railroad facilities whose major structures as specified in ordinances of the Ministry of Land,
Infrastructure, Transport and Tourism conform to the provisions related to Shinkansen railways specified in
ordinances of the Ministry of Land, Infrastructure, Transport and Tourism as provided in Article 1 of the
Railway Operation Act (Act No. 65 of 1900)
2. Mini-Shinkansen
A railway whose railroad line is provided on the same route as an existing railway and is connected to a
railroad track used for a Shinkansen railway, and that has a structure allowing for the running of
Shinkansen trains at a speed specified in Ministry of Transport ordinances
Ordinance for Enforcement of the National Shinkansen Railway Development Act (Ministry of Transport
Ordinance No. 86 of 1970)
Paragraph 2 of the Supplementary Provisions

The major structure defined in the ordinance of the Ministry of Land, Infrastructure, Transport and
Tourism, as specified in Item 1 of Paragraph 6 of the supplementary provisions, shall be guideways.
Paragraph 3 of the Supplementary Provisions

The speed defined in the ordinance of the Ministry of Land, Infrastructure, Transport and Tourism, as
specified in Item 2 of Paragraph 6 of the supplementary provisions, shall be a maximum of 130 kilometers
per hour.
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3. Main Operating Body/Main Construction Body
As the meanings of the terms “main operating body” and “main construction body” are clear, there is no
need to specifically provide commentary. However, a noteworthy related matter is mentioned in Article 6
(Designation of operators and constructors) of the National Shinkansen Railway Development Act (Act No.
71 of 1970). Specifically, it states in Paragraph 1: “The Minister of Land, Infrastructure, Transport and
Tourism may designate a juridical person who undertakes the operation of the construction line (hereinafter
referred to as an “Operator”) and a juridical person who undertakes the construction of the same (hereinafter
referred to as a “Constructor”).”
4. Gauge
The former General Railway Structure Rule provided that the measurement location of a gauge “shall be
limited to the part having a distance of 14 millimeters or less from the rail surface.”
The former Japanese National Railway adopted the definition “the shortest distance of 16 millimeters or
less from the surface of a rail.” However, this was changed to “the shortest distance of 14 millimeters or
less from the surface of a rail” as the definition was reviewed when the General Railway Structure Rule was
established in 1987.
In order to secure safe, comfortable running of railroad cars, it is necessary to limit this contact position to
within a certain range. However, because it is possible to guarantee safety if each railroad operator clearly
specifies the measurement position of a gauge in the implementation standard along with the basic
dimensions of the gauge, the provisions related to the dimensions have been abolished.
5. Main Track
The term “main track” is defined as “a permanentway on which trains are operated for service on a
scheduled basis.” A main track can be handled as outlined below depending on whether two or more main
tracks are provided or different methods are applied to its usage.
When two or more main tracks are built within a station and halt for train operation in the same direction,
the main track used is called the primary main track, and others are called passing tracks. If there are two
or more passing tracks, they are referred to as the first line, the second line, etc. In addition, a passing track
available both for inbound and for outbound trains is called a common passing track. Passing tracks are
referred to uniquely depending on their status of use. For example, they may be called refuge tracks when
used by following trains for overtaking or by oncoming trains for passing by.
6. Side Track
The term “side track” means “a permanentway other than a main track.” Such tracks are sometimes
handled as outlined below depending on usage.
A side track is a guideway built within a station and halt for the purpose of shunting or storing trains, and
on which trains are not operated for service on a scheduled basis. Such tracks are referred to by various
names according to their intended use. For example, a side track used to store railroad cars temporarily is
12
called a storage track, and one used to pull up railroad cars for train setting or separation is called a lead track.
Other names include safety siding, engine waiting track, inspection line and repair line.
7. Station and Halt

A station may be called a “station and halt” in the implementation standard if it has no switches installed
as station equipment, or if it has a switch that is locked on an ongoing basis without the provision within its
boundary of a home signal or a home signal position indicator, or otherwise a starting signal or a leaving
signal position indicator (a wayside signal for Shinkansen railways).
Moreover, as with some car depots used in Shinkansen railways, a car depot with facilities to be used for a
station and halt that is separate from a station can be regarded as a marshaling yard. Accordingly, the
provision in the implementation standard may define how such car depots should be referred to in order with
others.
8. Railway Shed (or Train Depot)

The term “railway shed” (or “train depot”) refers to a place exclusively used to store railroad cars.
Recently, these have increasingly been referred to as car depots.
Focusing on the purpose of use, a railway shed is a place where work related to railroad cars is carried out,
including storage, making up, inspection and the like for various types of railroad cars and trains. However,
a railway shed is not necessarily required to have all such related equipment in place. In addition, such
sheds may be used for the management of train crews relating to purposes such as administration, training,
guidance, rest, etc.
9. Cars
(1) Cars are defined as “locomotives, passenger cars, freight cars or special cars (snowplows, track
inspection cars, electric inspection cars, accident rescue cars and/or cars that have special structures or
facilities) to be used for railway business.”
The former General Railway Structure Rule divided types of cars into specific categories as outlined
below. However, this standard provides the following content in a commentary for each field as
necessary. Moreover, although the former General Railway Structure Rule defined non-revenue cars
(motor cars, multiple-tie tampers, etc.), these definitions are not included here because such cars are
similar to maintenance machines in terms of their actual usage, and are not used in railroad business.
- Locomotives (electric locomotives, internal combustion locomotives and steam locomotives)
- Passenger cars (electric cars, internal combustion passenger cars and coaches (exclusively
driven by a locomotive and used for passenger transport))
- Freight cars (electric motorized freight cars, internal combustion freight cars, wagons (exclusively
driven by a locomotive and used only for freight transport) and baggage cars (used exclusively for
transport of hand luggage and light baggage))
13
(2) Conversely, a collection of cars is called a train when the cars have undergone a train making-up
process for the purpose of operation on a guideway outside a station and halt. Accordingly, these
provisions refer to cars in different ways depending on their state, with terms including “train” and “car
as a structure.” To draw a distinction between a train and a car as a structure, the term “a train or cars
(train, etc.)” is adopted.
10. Motive Power Unit

A motive power unit is a car equipped with power generation equipment. This is equivalent to the term’s
conventional application to cars with power generation equipment such as motor cars, internal combustion
cars, steam locomotives and the like.
A motive power unit with no motive energy is regarded and handled as a car equivalent to cars other than
motive power units as before.
11. Rail Signal

The term “rail signal” is used as a generic reference to signals, signs and indicators, which each have their
own defined meanings.
Railways are operated in one of two ways: operation by crew or commitment of traffic control to
equipment. As the conditions of operation to be transferred to crew or equipment are regarded as
information in the broad sense of the word, it is considered necessary to identify and classify information in
terms of related objects and scope. Accordingly, the definition was modified by classifying information
into two categories. As a result, pieces of information based on which conditions necessary for the
operation of trains, etc. are provided for crew as appropriate are defined as signals.
The term “indicator” has also been reviewed to redefine it as referring to indicators of railroad signals for
crew. The purpose of this handling is similar to that for signals.
12. Dangerous Items

In line with the Public Notice Specifying Dangerous Items in Item 20 of Article 2 of the Ministerial
Ordinance on Technical Standards for Railroads (Public Notice from the Ministry of Transport No. 169,
1987) based on Item 20 of Article 2 of this ordinance, types of dangerous items and a related list are given
below, and such items should be handled subject to the provisions of this ordinance related to dangerous
items.
The Explosives Control Act (Act No. 149 of 1950) provides, in Paragraph 2 of Article 20, that explosives
transported by railway, track, cableway or trolley should be handled according to the technical standards
specified in the Explosives Transportation Regulation (Ministry of Transport Ordinance No. 1 of 1961) and
in line with the details of any certification of shipment issued by the Prefectural Public Safety Commission.
Such explosives are not covered by the specifications for handling of dangerous items outlined in this
ordinance.
14
Type Items
High-pressure gas Acetylene gas, natural gas, liquid air, liquid nitrogen, liquid oxygen, liquid
ammonia, liquefied chlorine, liquefied propane, other compressed or liquefied
gases
Light pyrotechnic Matches, blasting fuses, electric fuses, signal fuses, signal rockets, signal fires,
products smoke generators and the like
Oil paper, oil cloth, etc. Oil paper or oil cloth and products made of such, pseudo-wool rug and products
made of such, animal/plant fibers and products made of such where the
percentage content of animal/plant oils, fats and wax is more than 5%
Combustible liquids Mineral oil, flammable oil, solvent naphtha, benzene, toluene, xylene, ethanol,
alcohol (including denatured alcohol), acetone, carbon bisulfide, paint diluent,
nitrobenzene, nitrotoluene, other combustible liquids or products made of
combustible liquids whose flash point is 25°C or less
Combustible solids Metallic potassium, metallic sodium, potassium amalgam, sodium amalgam,
magnesium (except that in the form of plates, bars or clumps), aluminum
powder, yellow white phosphorus, phosphorus sulfide, cellulose nitrate,
saltpeter, ammonium nitrate, dinitro compounds, trinitro compounds (except
those used for explosives), picric acid, other products made of combustible
solids at a content ratio of more than 10%
Hygroscopic and Hydrosulfite, calcined lime, low-temperature calcined dolomite, calcium
exothermic materials phosphide, carbide
Acids Nitric acid, sulfuric acid, hydrochloric acid, chlorosulfonic acid (including
sulfuryl chloride), hydrofluoric acid, lead-acid batteries (limited to those
containing a chemical solution), other strong acids with an acid content ratio of
more than 10%
Oxidized caustic Potassium chlorate, barium chlorate, sodium chlorate, ammonium perchlorate,
materials phosphorous chloride, sodium peroxide, barium peroxide, bleaching powder,
bromine, other oxidized caustics and products made of oxidized caustics with a
content ratio of more than 30%
Volatile poisons Dimethyl sulfate, ferrosilicon, sulfur, chlorpicrin, tetraalkyl lead and related
formulations, ethyl parathion, methyl parathion and agricultural chemicals
(limited to those that contain chlorpicrin, ethyl parathion, methyl parathion,
schradan, methyl demeton, fluoroacetamide or tetraethyl pyrophosphate)
13. Levitated Railways

The definition of “levitated railways” is “limited to the type of magnetic levitation of the normal electric
conductivity suction system and linear induction motor propulsion.” However, the committee stated: “The
15
original proposal to specify performance in the technical standard would not become an obstacle when new
technology is introduced on the assumption of securement of safety; rather, it would increase the degree of
technical freedom enjoyed by operators. Accordingly, there is no need for revision for the time being.
However, it should be noted that unexpected technology may emerge and required levels of performance in
society may change. Accordingly it shall be revised immediately as appropriate.” It was therefore decided
that the type should be limited to systems already realized or those with a higher likelihood of practical
application.
It is currently difficult to estimate the levels of technical performance required of the superconductor
magnetic levitation railway system now under study by the government and the Railway Technical Research
Institute. Accordingly, it was decided that a revision of ministerial ordinances and so on should be carried
out in light of the likelihood of success in the development of this system.
14. Terms in implementation standards

When an implementation standard is applied, it is necessary to use the terms defined in this article
according to their given meanings. It is acceptable to use convenient names as terms in implementation
standards within a scope that does not deviate from these meanings. In such cases, it is necessary to ensure
that the relationships between convenient names and the corresponding terms in this Ministerial Ordinance
can be plainly understood.
(Implementation Standard)
Article 3. A railway operator (In case of Shinkansen, it applies equally to the main operating or the main
construction, hereinafter the same definition shall apply in this Article) shall set a standard (hereinafter
referred to as “implementation standard”) to implement this Ministerial ordinance and abide by that
standard.
2. If the main construction body (excluding the main construction body that is also a main operating body)
wants to set or alter the implementation standard, it shall consult with the main operating body in advance.
3. In case the Minister of Land, Infrastructure, Transport and Tourism has set the details of the Ministerial
Ordinance by way of public notice, the implementation standard shall be set in accordance with those
details.
4. When a railway enterprise wants to set or alter the implementation standard, it shall submit a notification
of change in advance to a Director of the relevant District Transport Bureau (In regards to Shinkansen, to
the Minister of Land, Infrastructure, Transport and Tourism. hereinafter the same shall apply in this
Article).
5. A Director of the relevant District Transport Bureau may instruct or order to modify the implementation
standard in case he recognizes that the standard does not comply with the stipulation of this Ministerial
Ordinance.
16
I-1 Related to Article 3 (Implementation Standard)

1 Railway business operators shall formulate detailed implementation standards that reflect the actual
state of affairs at individual railway business operators within the Ministerial Ordinance in carrying
out design, maintenance and operation of facilities and rolling stock.
Items in the implementation standards shall correspond to items in the Ministerial Ordinance etc.,
and the contents shall be described in specific terms through quantification or the like, conforming to
the examples, design methods, verification methods etc., indicated in the Approved Model
Specifications.
2 Implementation standards shall be prescribed based on this Approved Model Specifications, however,
the structures etc., which are not in accordance with this Approved Model Specifications shall not be
precluded, in the cases where, depending on the past technical accomplishments, the railway
business operator proved the compliance with the Ministerial Ordinance with such objective study
methods as corroborative data-based validation or theoretical analyses, and in such cases, the
explanation about the evidence etc., shall be provided when the notification is made. However, this
does not apply where the facilities, rolling stock and handling that are deemed to have been granted a
permission for special structure or handling (hereinafter referred to as “special permission”) under
the General Railway Structure Rule, Shinkansen Railway Structure Rule, Special Railway Structure
Rule, Shinkansen Railway Vehicle Operation Rule and Railway Vehicle Operation Rule prior to
repeal (hereinafter referred to as ‘former Ministerial Ordinance’) or deemed to have been granted a
special permission as a provisional measure based on the supplementary provisions, which do not
conform to this Approved Model Specifications.
3 Of the facilities, rolling stock and handling described in the 2 Proviso, those which are deemed to
have been granted a special permission during the period prior to the first reconstruction or
modification following the enforcement of former Ministerial Ordinance has completed shall be
grouped into the ones with a premise that reconstruction or modification will be carried out after the
enforcement of the Ministerial Ordinance and others, and defined in the implementation standards by
such methods as attaching provisional measures or conditions to the standard.
4 The facilities, rolling stock and handling described in the 2 Proviso shall be defined in the
implementation standards by such methods as attaching conditions to the standard, with
consideration given to the conditions where the structure differs from that in former Ministerial
Ordinance.
[Explanation]
1. Concepts Applied to Formulation of Implementation Standards
Approved model specifications (via an official notice issued by the Director-General of the Railway
Bureau) were formulated for instances where the interpretation of ministerial ordinances, etc. was
17
specifically indicated using numerical values in a non-binding form in order to bring into focus judgment
criteria to be used as reference when railroad operators make technical judgments and when the Ministry of
Land, Infrastructure, Transport and Tourism examines applications for approvals and licenses etc., along with
the performance specifications included in the technical standard.
Additionally, to provide reference material for staff at a working level, it was decided that the government,
the Railway Technical Research Institute, associations related to railway technology, railroad operators, and
other parties concerned should hold meetings as needed to discuss commentaries where grounds, concepts,
etc. for formulating ministerial ordinances, etc. and approved model specifications are summarized, and to
publish such commentaries through societies engaging in the investigation and study of related technologies.
Railroad operators are expected to work out and submit detailed implementation standards that reflect
individual circumstances with reference to approved model specifications, commentaries and so on within a
scope conforming to ministerial ordinances, etc., and are also expected to engage in the provision of facilities,
design of cars, operation and handling, etc. based on these standards.
Ministry of Land, Infrastructure, Transport and Tourism
Ministerial ordinances, etc.

(principles, performance specifications)
Railroad operator
Approved model Reference Implementation

specifications
standard
(non-binding)
Submission
Reflected in (When different from approved model

approved model specifications, a commentary is provided
specifications if necessary.)
Commentary
Related parties
18
2. Significance of Approved Model Specifications
2-1. Preparation of Approved Model Specifications
Approved model specifications are intended to provide guidance for technical judgment by railroad
operators. They also act as judgment standards for application to the examination of matters such as
permission for construction based on the Railway Business Act. Accordingly, concrete specifications and
numerical values should be presented based on current ministerial ordinances, public notices, etc., in tandem
with specific study of whether items can be generally treated with approved model specifications in
consideration of past experience of adopting special structures and special handling.
However, if matters are difficult to represent using numerical values or specifications for all congruous
cases and examples (such as building structure types and fire-prevention measures on cars), it is necessary to
indicate design methods, verification methods and the like with reference to resources such as the design
standard for railway structures and combustion test methods for materials used in cars.
It was also decided to deliver approved model specifications in the form of non-binding official notices so
that they do not hinder the introduction of new technology, as approved model specifications present specific
data as detailed above.
2-2. Formulation and Review of Approved Model Specifications

Though approved model specifications are delivered as essentially non-binding official notices, they are
required to present individual and specific examples conforming to ministerial ordinances, etc. where
performance specification is conducted. For this reason, some provisions are given for which no approved
model specifications have been drawn for reasons such as a lack of related investigation and study. In the
future, it will be necessary to formulate approved model specifications for provisions in series based on an
order of priority and to review approved model specifications that have already been formulated along with
the progress of technology.
It is therefore necessary to prepare an organizational framework in which formulation and review of new
approved model specifications are conducted, and also to formulate specifications and periodically inspect
them.
It is not considered that the application of performance specifications to ministerial ordinances, etc. will
cause problems at the level of such ordinances against requests for international coordination work.
However, due to the progress of industrial globalization, it was decided to mandate consideration for the
study of trends in overseas technical development and the details of technical standards, etc., and to reflect
the results of such study as appropriate.
3. Significance of Commentaries
Through discussions, the Technical Standards Committee set the significance and orientation of
commentaries as follows:
19
The formulation of ministerial ordinances, etc. and approved model specifications is based on indivi
dual reasons and grounds; they are prescribed in consideration of specific examples.
However, certain approved model specifications are presented simultaneously upon the enforcement
of ministerial ordinances, etc.; these may require extra information that can be used as a guiding p
rinciple for preparation of specific implementation standards and as reference for staff on a workin
g level.
It was therefore decided to develop commentaries based on the viewpoints taken when ministerial
ordinances, etc. and approved model specifications were formulated, case examples, etc., and these
examples are intended to be presented to relevant parties.
For clarification, commentaries are reference materials without grounds for preparation in laws and
regulations.
4. Preparation of Implementation Standards

In implementation standards submitted by railroad operators to the government, each item must
correspond to those of the relevant ministerial ordinances, etc., and content must be described specifically
using numerical values or similar subject to examples, design methods, verification methods and the like
given in approved model specifications.
However, it was decided that when submitted implementation standards differ from approved model
specifications, the government may request a commentary regarding conformity to the relevant ministerial
ordinances, etc. where needed. Additionally, if the government deems it necessary from the viewpoint of
safety or similar, it may order changes to implementation standards through administrative guidance.
Hereafter, railroad operators will be able to provide facilities, design cars and operate trains subject to the
implementation standards submitted by individual operators in which the conditions of each operator are
reflected. However, in order to guarantee safety, etc., the government may order railroad operators to
comply with and/or change implementation standards.
5. Matters to Consider Regarding the Formulation of Implementation Standards

5-1. Basic Concepts and Ideas to be Applied to the Formulation of Implementation Standards
Basic concepts and ideas to be applied to the formulation of implementation standards were decided as
outlined below.
20
Railway operators should formulate detailed technical standards (implementation standards) reflecting
their individual and actual situations within a scope conforming to the requirements of ministerial
ordinances, etc. and conduct provision of facilities, design of cars and operation of trains based on these
standards.
Implementation standards should correspond to items of ministerial ordinances, etc., and content must be
described specifically using numerical values or similar subject to examples, design methods, verification
methods and the like given in approved model specifications.
When submitted implementation standards differ from approved model specifications, the government
may request a commentary regarding conformity to the relevant ministerial ordinances, etc. where needed.
(i) Implementation standards should essentially be set within a scope that allows conformity with
approved model specifications. However, this condition does not necessarily apply if safety is
guaranteed in consideration of the actual conditions of facilities, cars and the operations of railroad
operators.
In addition, standards should clarify criteria for design, construction and maintenance as well as for
operation and handling in consideration of the actual state of each railroad section managed by
railroad operators.
Accordingly, railroad operators should prepare standards appropriate for their actual situations based
on the criteria stated in approved model specifications.
For this reason, it is unnecessary to set standards for facilities and handling not adopted by railroad
operators; standards should be effective within a scope in which the operator can guarantee safety.
(ii) Ministerial ordinances specify that standards should involve specifications prepared from the
viewpoint of safety and other considerations. However, this should not prevent railroad operators
from formulating implementation standards that include criteria relating to the levels of service they
seek to provide. (Specifically, it is desirable for railroad operators to prepare standards that apply to
their own facilities with sufficient margin and present them as such externally when facilities are
constructed or improved.)
(iii) Implementation standards should provide comprehensive information on actual operation and
handling, including details specified by conventional operation/handling regulations in operation
rules. Accordingly, specifications regarding operation and handling in implementation standards
are not considered to differ significantly from conventional operation/handling regulations.
(iv) If handling for which special construction permits and special handling permits have previously been
obtained does not conform to the approved model specifications, it can be considered that safety in
handling (including actions equivalent to handling) was verified after specific examination upon
receiving such permits. Accordingly, proof of safety is not required again if an operator submits an
implementation standard in which such handling is detailed.
21
5-2. Policy on Formulation of Implementation Standards in Consideration of other Ministerial Ordinances
Railroad operators or tramway operators doing business in areas designated as requiring enhanced
earthquake countermeasures under the Large-Scale Earthquake Countermeasures Law (Cabinet Office Law
No. 73 of 1978) are expected to formulate appropriate earthquake emergency plans.
Operators must submit such plans to the relevant prefectural governor and send a copy to the head of the
municipality. However, they may be exempted from the requirement to submit plans to the prefectural
governor as a preferential measure if the plans are set in an implementation standard based on Article 3 of the
Ministerial Ordinance to Provide Technical Regulatory Standards on Railways.
The only area currently designated as requiring enhanced earthquake countermeasures is that of the
expected Tokai earthquake (Prime Minister's Office Notification No. 26 of 1979).
As reference, an outline of the related legal system is provided below.
(i) Large-Scale Earthquake Countermeasures Law (Law No. 73 of 1978)
Article 3 Designation of Area for Enhanced Earthquake Countermeasures
Article 5 Specification of Matters to be Provided in Basic Plans for Earthquake Disaster Prevention
Article 7 Railway operators and other operators engaged in the carriage of passengers must prepare
and submit earthquake emergency plans.
Article 8 Provisions in Cabinet Office regulations adopted as plans are regarded as submissions
subject to this law.
(ii) Enforcement Ordinance of the Large-Scale Earthquake Countermeasures Law (Cabinet Order No.
385 of 1978)
Article 4 “Others” mentioned in Article 7 of the law refers to cableways and tracks.
Article 6 Matters to be specified in earthquake emergency plans (emergency drills, education and
public relations)
(iii) Rules of Practice Regarding the Large-Scale Earthquake Countermeasures Law (Prime Minister's
Office Ordinance No. 38 of 1979)
Article 3 The implementation standard mentioned in Article 3 of the Ministerial Ordinance to
Provide Technical Regulatory Standards on Railways (Commentaries for tracks and cableways are
omitted.)
An official notice (details outlined below) was delivered concerning Article 3 (Implementation
Standards).
National Railway Technical Notice (Kokugi) No. 164, March 8, 2002
Structures of facilities or cars to be temporarily used due to disasters or the like may not need to
conform to the provisions prescribed in the implementation standards if safety can be confirmed
within the scope of the requirements of the relevant ministerial ordinance.
[Reference]
Ministerial Ordinance Regarding Enforcement of the Ministerial Ordinance to Provide Technical
22
Regulatory Standards on Railways and Accompanying Preparation, etc. of Related Ministerial Ordinances of
the Ministry of Land, Infrastructure, Transport and Tourism (Ministerial Ordinance No. 19 prescribed by the
Ministry of Land, Infrastructure, Transport and Tourism, March 8, 2002) (excerpt)
(Transitional Measures)
Article 3. Until the completion of work for reconstruction or remodeling carried out for the first time
after execution of this Ministerial Ordinance, previous examples may still apply to standards of
technology related to the structures of facilities and cars that have actually received approval, as
outlined below, when this Ministerial Ordinance is enforced, in addition to examples that do not
conform to provisions of the New Railroad Technology Standard Ministerial Ordinance.
(1) Approval subject to Paragraph 1 in Article 4 of the Shinkansen Railway Structure Rule prior to the
repeal specified in Item 1 of Article 1
(2) Approval subject to Paragraph 1 in Article 4 of the General Railway Structure Rule prior to the repeal
specified in Item 3 of Article 1
(3) Approval subject to Paragraph 1 in Article 4 of the Special Railway Structure Rule prior to the repeal
specified in Item 5 of Article 1
[Explanation]
The transitional measures specify that previous examples may apply, until the completion of construction
work carried out for the first time after the enforcement of the Ministerial Ordinance, to structures and
handling that have received approval as special cases according to the Shinkansen Railway Structure Rule,
the General Railway Structure Rule, the Special Railway Structure Rule, the Shinkansen Railway Vehicle
Operation Rule or the Railway Vehicle Operation Rule prior to repeal, or those regarded as having obtained
approval subject to supplementary provisions of the said rules while also not conforming to the specifications
of the new Ministerial Ordinance.
(Submission of Documents)
Article 4. According to the stipulation of the paragraph 4 of the previous Article, a notification to District
Transport Bureau, shall be submitted to the Director of the relevant District Transport Bureau who has the
jurisdiction over the land of that particular case. (In case the particular case overlaps the jurisdictions of
more than two Directors, the notification shall be submitted to the relevant Director who has the major
jurisdiction of the particular case. Hereinafter referred to as the “relevant Director of the District
Transport Bureau”)
2. As stipulated in the paragraph 4 of the previous Article, a notification to the Minister of Land,
Infrastructure, Transport and Tourism shall be submitted via a relevant Director of the District Transport
Bureau.
23
[Explanation]
The administrative framework outlined below applies to competent local directors of District Transport
Bureaus.
1. Names, Locations and Jurisdictions of District Transport Bureaus
Order for Organization of the Ministry of Land, Infrastructure, Transport and Tourism (Cabinet Order
No. 255 of 2000)
(Cabinet Order No. 200 of 2002; Changes in Jurisdictions)
Article 212 Names, locations and jurisdictions of District Transport Bureaus shall be as follows:
Name Location Jurisdictions
Hokkaido District
Hokkaido Hokkaido
Transport Bureau
Aomori Prefecture, Iwate Prefecture, Miyagi Prefecture,
Tohoku District Miyagi
Akita Prefecture, Yamagata Prefecture, Fukushima
Transport Bureau Prefecture
Prefecture
Ibaraki Prefecture, Tochigi Prefecture, Gunma Prefecture,
Kanto District Kanagawa
Saitama Prefecture, Chiba Prefecture, Tokyo Prefecture,
Kanagawa Prefecture, Yamanashi Prefecture
Hokuriku-Shinetsu
Niigata Niigata Prefecture, Toyama Prefecture, Ishikawa
District Transport
Prefecture Prefecture, Nagano Prefecture
Bureau
Chubu District Aichi Fukui Prefecture, Gifu Prefecture, Shizuoka Prefecture,
Transport Bureau Prefecture Aichi Prefecture, Mie Prefecture
Kinki District Osaka Shiga Prefecture, Kyoto Prefecture, Osaka Prefecture,
Transport Bureau Prefecture Hyogo Prefecture, Nara Prefecture, Wakayama Prefecture
Chugoku District Hiroshima Tottori Prefecture, Shimane Prefecture, Okayama
Transport Bureau Prefecture Prefecture, Hiroshima Prefecture, Yamaguchi Prefecture
Shikoku District Kagawa Tokushima Prefecture, Kagawa Prefecture, Ehime
Transport Bureau Prefecture Prefecture, Kochi Prefecture
Fukuoka Prefecture, Saga Prefecture, Nagasaki Prefecture,
Kyushu District Fukuoka
Kumamoto Prefecture, Oita Prefecture, Miyazaki
Prefecture, Kagoshima Prefecture
Okinawa General Okinawa
Okinawa Prefecture
Bureau Prefecture
* The Okinawa General Bureau is subject to (f) of Item 1 in Paragraph 1 of Article 44 of the Act
for Establishment of the Cabinet Office.
24
2. Review of District Transport Bureau Jurisdictions
(1) Purpose of Revision
When the Ministry of Land, Infrastructure, Transport and Tourism was formed from a fusion of related
ministries, cooperation between District Transport Bureaus and Regional Development Bureaus was
reinforced to maximize the merits of unification and ensure smooth, effective administration work in each
region. The jurisdictions of District Transport Bureaus were also reviewed in fiscal 2002 with the aim of
enhancing the provision of one-stop services.
(2) Details of the Revision
(i) The jurisdictions of Akita Prefecture and Yamagata Prefecture were moved to the Tohoku District
Transport Bureau.
(ii) The jurisdictions of Toyama Prefecture and Ishikawa Prefecture were moved to the Niigata District
Transport Bureau, and the name Niigata District Transport Bureau was changed to
Hokuriku-Shinetsu District Transport Bureau.
(iii) The jurisdiction of Fukui Prefecture was unified under the Chubu District Transport Bureau.
Along with the unification of the Land Transport Offices and the Maritime Transport Offices in
each District Transport Bureau to form new Transport Bureau Branch Offices, the Chubu District
Transport Bureau introduced the Fukui Transport Bureau Branch Office. At this time, the
Fukui-related maritime administration previously managed by the Kinki District Transport Bureau
was moved to the Chubu District Transport Bureau to unify administration work related to Fukui
Prefecture.
3. Competent Director of the District Transport Bureau

If a case is related to two or more jurisdictions, each of which is supervised by a Director of the District
Transport Bureau, the Director of the District Transport Bureau with jurisdiction over the area with which
the case at issue is mostly concerned is referred to as the Competent Director of the District Transport
Bureau.
If a case is related to the overall business of a railroad operator planning to submit a notification, the
submission may be made to the Director of the District Transport Bureau supervising the home location
(commonly called the corporate headquarters) of the said railroad operator.
(Prevention of Danger)
Article 5. Construction work shall be carried out carefully so as not to threaten lives by in the carrying out of
grading, earth cutting, excavation, embankment, drilling piles and so on.

Matters related to I-2 Article 5 (Prevention of Danger)
25
Railway constructions involving excavation of earth and sand, such as grading earth cutting, excavation,
embankment and drilling piles, and so on, shall be carried out so as not to pose any risk to people through
landslide, subsidence, outflow of removed earth or the like under construction work and for the duration.
[Explanation]
The following provisions are designed to prevent landslides and other accidents from posing a risk to
people executing railway work involving the excavation of earth or sand.
Construction Work in Dangerous Areas at Risk of Slope Failure
Construction work should be carried out in line with the considerations detailed below so as not to increase
the risk of or induce steep slope failure in areas designated to be at risk of such failure in Paragraph 1 of
Article 3 of the Act on Prevention of Disasters Caused by Steep-slope Failure (Law No. 57 of 1969).
(1) Grading work should be conducted in consideration of physical conditions (such as terrain and
geological features) and the design of slope failure prevention facilities.
(2) On slopes, retaining facilities with a structure free from risk of damage, falling, sliding or subsidence
due to earth pressure, water pressure or self-weight should be installed. However, this requirement
does not necessarily apply to portions on slopes where calculation of foundation stability based on soil
exploration or similar confirms that retaining facilities are not needed to secure safety on steep slopes.
(3) Slopes should be protected against weathering and other types of encroachment through the
application of stone lining, sodding, mortar spray, etc.
(4) Weep holes should be provided in retaining facilities to facilitate drainage on the rear surface.
(5) Drainage facilities should be installed as necessary when there is a risk of steep-slope failure due to
water penetration or retention.
(6) Slope failure prevention facilities at risk of damage due to falling rocks, etc. should be guarded with
avalanche control structures, rock fall prevention structures, etc.
(Prevention of Extreme Noise)
Article 6. A railway enterprise shall strive to prevent extreme noise to be generated with the movement of a
train.

Matters related to I-3 Article 6 (Prevention of Extreme Noise)
1. The noise from Shinkansen shall be in accordance with the Environment Standard (Public notice given
by the Ministry of the Environment (former Environment Agent). However, while a countermeasure
against a sound source is the most fundamental measure for preventing or mitigating noises, it is difficult
to achieve this promptly, and so, in response to the request of the Ministry of the Environment (former
Environment Agent), for the Tokaido, Sanyo, Tohoku and Joetsu Shinkansens, the achievement of 75
26
decibels or less in succession according to the density of dwellings along the railway lines, through
countermeasures against the sound source, shall be set as the target for the time being.
A power mean of the peak noise level shall be measured at1.2m above the ground in the open air along
the railway line and the location representing the noise in the area shall be, in principle, at a position 25m
away from the center line of the near side of the track.
However, the above shall not be applicable to restricted industrial districts, sparsely inhabited mountain
forests, moors and agricultural lands.
2. In the event of a new construction or large scale modification of general railway (except Shinkansen), the
following noise levels shall be achieved at 1.2m above the ground in the open air along the railway line
and at a position12.5m away in horizontal distance from the center line of the near side track.
(1) For a new construction, the equivalent noise level shall be 60 decibels or less in daytime (7:00 –
22:00) and 55 decibels or less in night time (22:00 – 07:00 on the following day).
(2) For a large-scale modification, the noise level shall be improved compared with the level prior to the
modification.
In the case prescribed above, the term ‘new construction’ shall mean the section where the
construction is carried out with the authorization for executing construction work prescribed by
Article 8 of the Railway Operation Act, and the term ‘large-scale modification’ shall mean the
section where the construction is carried out with the authorization for modification of railway
facility prescribed by Article 12 of the Railway Operation Act, for introducing double track or
quadruple track lines, continuous road-railway grade separations or grade separations or any grade
separations equivalent to the above.
(1) and (2) does not apply to the following sections and cases.
(i) The area where building a house is not authorized and the area where the living of general
residents is unlikely.
(ii)The underground section (except semi-underground and trench)
(iii) The section where installation of a soundproof wall (including balustrade) is difficult such as
crossings, the section in which a turnout is installed and the section where the adoption of long
rails is difficult, such as the section with sharp bends.
(iv) In the case where the service is carried out in an extraordinary manner due to accident, natural
disaster, New Year’s eve or the like.
[Explanation]
These provisions address the prevention of extreme noise generation in train movement.
1. Introduction
The characteristics of railway structures mean that they inevitably generate noise when trains move.
Accordingly, it is necessary to consider the prevention of extreme noise so that railways can develop without
27
opposition from residents of areas along railroad lines.
The technical standards provided here regarding extreme noise prevention do not specify structures for
individual concrete facilities or measures to be taken for such facilities. The selection of technical details is
entrusted to the judgment of railroad operators based on the situations, etc. of individual railroads and
railroad sections.
This section deals with circumstances in which objects are set for construction and with large-scale
improvement of Shinkansen railways and general railways where guidance is issued for the setting of
concrete objects. It also addresses the details of discussions conducted at the time when such decisions
were made. Through observation of case examples regarding measures taken against extreme noise, it is
intended to be used as a reference by individual railway operators dealing with extreme noise issues on
existing general railways and special railways for which no guidance has been issued for the setting of
concrete objects.
It is also important to appropriately use land along railroad lines based on urban planning and the like with
a focus on the issue of extreme noise. Accordingly, it is necessary to promote collaboration between the
government and municipalities or other related entities.
2. Consideration of Extreme Noise on Shinkansen Railways

Since the Environment Agency issued the Environmental Quality Standards for Shinkansen Superexpress
Railway Noise in July 1975, various efforts have been made to establish environmental standards regarding
noise generated with the movement of Shinkansen trains. However, in the early days of operation, it proved
difficult to meet the requirements of the standards on the Tokaido, Sanyo, Tohoku and Joetsu Shinkansen
routes. Against this background, the Environment Agency and the Ministry of Transport set the 75 dB(A)
Countermeasure in October 1985 as a provisional method to address noise sources in consideration of
residential density along railroad lines in recognition of the fact that countermeasures against noise sources
are fundamental to resolving noise issues.
3. Consideration of Extreme Noise in New Line Construction and Large-scale Modification of General
Railways (except Shinkansen)
Acceptable levels of noise (as indicated in approved model specifications) generated in new line
construction and large-scale upgrading of general railways (hereinafter referred to as “conventional
railways”) other than Shinkansen routes are handled in accordance with the Guidelines for Noise Abatement
Measures in the Construction of New Lines and Large-scale Improvement of Conventional Railways
(December 1995) (hereinafter referred to as “the guidelines”). To help gain a better understanding of the
guidelines, listed below are references on the background of creating the guidelines, matters discussed when
the guidelines were created, opinions of the Ministry of Transport and railway business operators,
characteristics of the guidelines, applicable types of noise, etc.
28
4. References
The background of the noise abatement measures for Shinkansen railways and conventional railways, and
related efforts, are shown at the end of this explanation. These references should be used when considering
appropriate noise abatement measures.
(Contents of references)
- Introduction
- Consideration of Extreme Noise on Shinkansen Railways
- Background of Setting the 75 dB (A) Countermeasure for Shinkansen Railway Noise
(1) Background of creating the environmental standards
(2) Issues discussed when creating the environmental standards
(3) Conditions for achieving the environmental standards
(4) Efforts related to the 75 dB (A) countermeasure
- Standard values for Shinkansen Railway Noise
(1) Contents of the public notice
(2) Explanation of the public notice
- Measurement Method and Evaluation of Shinkansen Railway Noise
- Time Period to Apply the Environmental Standards for Shinkansen Railway Environmental Standards
- Examples of Noise Abatement Measures for Shinkansen Railways
(1) Noise abatement measures for ground facilities
(2) Noise abatement measures for vehicle facilities
- Consideration of Extreme Noise in New Line Construction and Large-scale Modification of General
Railways (except Shinkansen)
- Background of Creating the Guidelines
- Issues discussed when creating the Guidelines
(1) Survey of residents' view on noise
(2) Criteria related to noise presented by the WHO
(3) Guidelines, etc. related to railway noise in other countries
(4) Technical feasibility
- Guidelines
(1) Contents of the guidelines
(2) Explanation of the guidelines
- Characteristics of the Guidelines
29
- Applicable types of noise
- Measurement Method and Evaluation
- Selection of Measured Points
- Other Items
- Examples of Noise Abatement Measures in New Line Construction and Large-scale Modification
- Consideration of Extreme Noise on Existing Conventional Railways
- Consideration of Extreme Noise on Special Railways
(Measures To Be Provided for Smooth Transport of the Elderly and the Handicapped)
Article 7. The measures provided by a railway operator for the improvement of the user-friendliness and
safety for the transport of the elderly and the handicapped (Act No.68 of 2000).
[Explanation]
This article specifies structures to be provided for passenger terminal facilities, cars, etc. in order to
facilitate movement. It is set as part of railway technical standards for the purpose of reflecting the content
of the Standards Regarding the Structures of Passenger Facilities/Vehicles and Facilities Necessary to
Facilitate Movement (hereinafter referred to as the “Movement Facilitation Standards”) based on the Law for
Promoting Easily Accessible Public Transportation Infrastructure for the Aged and the Disabled (hereinafter
referred to as the “Transportation Accessibility Improvement Law”) introduced in November 2000.
The Transportation Accessibility Improvement Law and the Law Concerning the Promotion of the
Construction of Special Buildings that Can Be Used Easily by Elderly and Handicapped Persons (the Heart
Building Law) were unified, and the Act on Promotion of Smooth Transportation, etc. of Elderly Persons,
Disabled Persons, etc. (hereinafter referred to as the New Law for Accessible Transport) came into force in
December 2006. Following this, the Standards for Structures of Passenger Facilities/Vehicles and Facilities
Necessary for Movement Facilitation (hereinafter referred to as the “Movement Facilitation Standards”) were
newly formulated.
Along with these developments, this article has undergone partial revision.
30
Significance and Circumstances of this Provision as Discussed by the Technical Standards Committee
1. Significance
There is a need to arrange public facilities where necessary measures are taken for mobility-handicapped
people with a focus on today’s aging society and the activities of disabled people. It is also necessary to
secure a certain level of convenience on railways so that mobility-handicapped people can easily use them.
It must therefore be obligatory for railroad operators to consider such users to the same levels observed by
operators of other public facilities, and it is also necessary to implement measures for the promotion of active
engagement by railroad operators.
In regard to mobility-handicapped people, the Movement Facilitation Standards (Ministry of Land,
Infrastructure, Transport, and Tourism Ordinance No. 111, Nov. 15, 2006) apply in addition to the provisions
of this article and each article concerning facilities and cars. However, for the implementation of
appropriate measures, it is also necessary to refer to the Development Guidelines for the Promotion of Easily
Accessible Passenger Facilities in Public Transportation Infrastructure (August 2001), the Supplement to the
Development Guidelines for the Promotion of Easily Accessible Passenger Facilities in Public Transportation
Infrastructure (December 2002), and Model Design of Public Transportation Vehicles for the Disabled and
the Aged (March 2001). In addition, the enforcement of the New Law for Accessible Transport now
necessitates reference to the Development Guidelines for the Promotion of Easy Access to Passenger
Facilities in Public Transportation Infrastructure (July 2007) and the Development Guidelines for the
Promotion of Easy Access to Public Transport Vehicles, etc. (July 2007) and the implementation of
appropriate measures.
In such cases, efforts should be made to develop and modify existing stations based on the state of use by
mobility-handicapped people and the ease/difficulty of modification. In principle, such efforts do not need
to be implemented for cars, which are replaced over time. Nonetheless, if simple modifications can be
made, cars should also be considered for improvement in consideration of need, effect and so on.
Reference should also be made to the information outlined below on the circumstances and timeframe for
the implementation of these standards.
2. Sequence of Committee-related Developments

(i) November 1998 – Report: Ideals for Future Railway Technology Administration, Consultation No.
23 with the Transport Policy Council
(ii) December 1998 – Introduction of performance specifications by the Technical Standards Committee
(iii) April 1999 – Establishment of the Committee to Investigate the Needs of Mobility-handicapped
People; start of discussions on matters to be considered in accommodating mobility-handicapped
people
(iv) September 1999 – Finalization of discussions by the Committee to Investigate the Needs of
Mobility-handicapped People
(v) October 1999 – Technical Standards Committee approval of finalization of discussions by the
Committee to Investigate the Needs of Mobility-handicapped People; start of preparations for
31
formulation of the Transportation Accessibility Improvement Law
(vii) May 2000 – Enactment of the Transportation Accessibility Improvement Law
(viii)November 2000 – Enactment of the Movement Facilitation Standards in compliance with the Law
(ix) June 2001 – Technical Standards Committee conclusion on issues relating to mobility-handicapped
people
3. Finalization of the Committee to Investigate the Needs of Mobility-handicapped people

The Transport Policy Council delivered a report called Ideals for Future Railway Technology
Administration, Consultation No. 23, in November 1998. During related discussions, the Technical
Standards Committee (hereinafter referred to as “the committee”) of the Transport Policy Council Railway
Subcommittee discussed the specifics of matters to be considered in accommodating mobility-handicapped
people – an area identified in the report for inclusion in ministerial ordinances, etc. concerning technical
standards. At this time, the Committee to Investigate the Needs of Mobility-handicapped People was
established based on the need for professional handling and exhaustive study/investigation of related matters.
This resulted in the finalization of ideals for preparation of technical standards concerning the needs of
mobility-handicapped people and other considerations.
Basic Concepts
Legally mandated technical standards specify a certain level of technological advancement to be met by all
railroad operators, but do not necessarily specify ideal levels. For this reason, basic concepts and ideas in
railroad technical standards have been discussed as outlined below for understanding and handling of issues
related to the needs of mobility-handicapped people.
Basic Conduct of Discussions

Discussions on railroad technical standards related to the needs of mobility-handicapped people should be
conducted as described below with reference the relevant background factors, current situations and the
consultation report.
Discussions should aim to secure a certain level of safety for mobility-handicapped people using railways,
and should also seek to enhance safety and convenience while considering spatial, technical and economic
restrictions.
Social Background and Recognition of Current Situations

(1) It is a matter of course in mature society that disabled people should be able to live independently in the
community and actively participate in social activities.
Accordingly, there is a need to remove physical and institutional barriers and obstacles related to culture
and information that surround handicapped people today, and to build a society in which they can make
a life for themselves.
32
In the railroad sector too, it is necessary not only to secure safety for mobility-handicapped people in
terms of providing barrier-free environments, accessibility and convenience, but also to develop
environments based on universal design with the aim of allowing as many people as possible, including
those without handicaps, to use railways with safety and convenience.
(2) The Ministry of Transport (now the Ministry of Land, Infrastructure, Transport and Tourism) drew up
the Guidelines on Improving Facilities for the Elderly and Handicapped at Public Transportation
Terminals, the Development Guidelines for Elevators and Escalators at Railroad Stations, and other
specifications. The Ministry has also taken measures aimed at allowing disabled people to use
railroads more easily, such as establishing a related subsidy program.
In line with these developments, individual railroad operators implement improvement efforts to
provide services that allow mobility-handicapped people to use stations and trains in safety and comfort.
As a result, Japanese operators now provide some of the world’s best environments for handicapped
users, with measures including the introduction of elevators and escalators to existing stations and the
setting of navigation blocks and alert blocks.
(3) It is easier to implement line upgrades at new stations than to improve existing stations, as structural
considerations can be addressed from the beginning during new construction. Existing stations face
spatial restrictions, including limited space for development work, the technical difficulty of carrying
out improvement work in the crowded environments associated with very high-density transport, and
the economic restriction that costs must ultimately be covered by passengers because Japan’s railroad
sector is basically run by private companies. It is not easy to overcome such restrictions in the pursuit
of improvements.
(4) Accordingly, as existing railways still have many facilities that are difficult for disabled people to use,
there is a need to develop and arrange environments in which non-handicapped and
mobility-handicapped people alike can equally enjoy convenience in railway transport. To achieve this,
all concerned must make ongoing efforts to improve the structures of station facilities and trains. In
this process, collaboration involving administration, railroad operators and mobility-handicapped people
is needed in addition to simple development and introduction of facilities.
4. Committee Finalization
(1) Report Content
- Government involvement should secure a level of safety at which danger to people and
property is minimized on the basis of technical feasibility and economic efficiency.
- It should be obligatory for railroad operators to consider mobility-handicapped users to the same
levels observed by operators of other public facilities.
(2) Basic Concepts and Ideas
The Transportation Accessibility Improvement Law was based on the discussions of the committee, and
the Movement Facilitation Standards were then established targeting the structures of railroad facilities and
trains in consideration of mobility-handicapped people. The Movement Facilitation Standards should be
33
reflected in the design of railroad facilities and cars. Accordingly, appropriate adjustment should be made
in consideration of any design specifications that also appear in railway technical standards for railroad
facilities and cars, and such matters should be incorporated into ministerial ordinances, etc. as railroad
standards as necessary.
(3) Ideals for Ministerial Ordinances, etc.
The Movement Facilitation Standards provide detailed specifications and criteria aimed at ensuring that
mobility-handicapped people can not only use railways for basic transport but also enjoy enhanced levels of
convenience. Accordingly, the standards differ somewhat from technical railway specifications that
principally deal with performance and the securement of safety.
It is therefore considered appropriate to arrange ministerial ordinances, etc. as outlined below.
(i) Movement Facilitation Standard criteria relating exclusively to mobility-handicapped people should
be presented as comprehensive performance specifications.
(ii) Movement Facilitation Standards criteria considered applicable to passengers in general should be
presented individually as performance specifications.
It is also considered appropriate to present approved model specifications on these matters in
consideration of the Movement Facilitation Standards.
Following the enforcement of the New Law for Accessible Transport, ministerial ordinances, cabinet
orders and basic policies based on the Transportation Accessibility Improvement Law were abolished, and
the ministerial ordinances, cabinet orders and basic policies outlined below were enforced.
Cabinet Orders
(i) Order for Enforcement of the Act on Promotion of Smooth Transportation, etc. of Elderly Persons,
Disabled Persons, etc.
Ministerial Ordinances
(ii) Order for Calculation of the Number of Elderly and Disabled People Using Passenger Facilities as
specified in Item 2, Article 1 of the Order for Enforcement of the Act on Promotion of Smooth
Transportation, etc. of Elderly Persons, Disabled Persons, etc.
(iii) Enforcement Regulations for the Act on Promotion of Smooth Transportation, etc. of Elderly Persons,
Disabled Persons, etc.
(iv) Ministerial Ordinance on the Standards Regarding the Structures of Passenger Facilities/Vehicles and
Facilities Necessary to Facilitate Movement
Basic Policies
(v) Basic Policy on Promotion of Movement Facilitation
(Emergency restoration setup)
Article 8. (Deleted)
34
[Explanation]
Following the enforcement of the Act to Amend the Railway Business Act and Other Laws for the
Improvement of Operational Safety (Law No. 19 of 2006), the Railway Business Act was amended to
specify "ensuring the safety of transportation" as a purpose of the Railway Business Act and to require
railway business operators to be aware that ensuring transportation safety is most important and to make
efforts to improve transportation safety at all times. In addition, railway business operators are required to
establish a safety management system in their organizations and to set safety control rules that specify
measures for ensuring safety in daily operation.
Since the provisions in this article which prescribe an emergency rehabilitation framework came to be
included in the safety control rules, these provisions were deleted subject to the Ministerial Ordinance on the
Amendment of Related Ministerial Ordinances Accompanying Enforcement of the Act to Amend the
Railway Business Act and Other Laws for the Improvement of Operational Safety (Ministry of Land,
Infrastructure, Transport, and Tourism Ordinance No. 78, Nov. 2006).
With this progress, approved model specifications related to Article 8 were also deleted subject to the
Partial Revision of Approved Model Specifications Regarding the Ministerial Ordinance Providing Technical
Regulatory Standards for Railways (JNR Report No. 40, July 14, 2006).
35
Chapter 2 Staff
(Safety Assurance of Train Operation)
Article 9. Safety shall be assured in train operation by comprehensively utilizing the knowledge and skill of
staff members, and with all relevant facilities of train operation.
[Explanation]
Responsibility for Ensuring the Safety of Train Operation
The safety of train operation and related considerations are ensured by all related staff charged with
carrying out appropriately allocated tasks and by related facilities and cars. These elements constitute an
operation system that must be fully maintained for fulfillment of the related roles. Staff engaged in work
related to operation should therefore take responsibility for ensuring safety depending on their degree of
involvement.
Nonetheless, the following conditions should be considered: most work related to operation is carried out
through the organic combination of tasks by two or more staff members; operation systems are significantly
influenced by the state of preparation of related facilities/equipment or cars and by the conditions for
maintenance of their functions. It is fundamental in the management of systems in which people play a part
to check and confirm the knowledge and skills of crew members directly engaged in train operation as well
as those of staff working to prepare related facilities/equipment and cars and on the maintenance of their
functions. In light of such conditions, the railroad operator who provides overall supervision for staff and
manages related facilities should ultimately take responsibility for such efforts in terms of ensuring the safety
of train operation and related considerations.
The Ministerial Ordinance on Securing Operational Safety specifies basic matters to be considered by
crew members engaged in train operation work.
(Education and Training, etc. of Staff)
Article 10. A railway operator shall provide adequate education and training to those who are directly
engaged in train/car operation and do maintenance relevant works for rail facilities and rolling stock, in
order for them to be well versed in necessary knowledge and skills.
2. A railway operator shall not put its staff or crew who are directly engaged in train/car operation to work
until after confirming that they possess the appropriate aptitude, skill and knowledge needed to perform
their duties.
3. A railway enterprise shall not let its staff or crew who are directly engaged in train/car operation performs
their duties if they are recognized to be unable to adequately exercise their skill.
36
II-1 Related to Article 10 (Education and Training of Staff)
1. ‘Staff who are engaged in work directly related to the operation of trains/rolling stock’ shall be defined
as follows:
(1) Staff who maneuver trains/rolling stock or the like.
(2) Staff who carry out such operation coordination work as changing the trains/rolling stock operation
sequence or the passing of rolling stock or cancelling a service.
(3) Staff who carry out on-board work in trains/rolling stock in order to protect trains, operate brakes, or
give signals required for operation.
(4) Staff who handle route control, block or rail signals or operate switch stands.
(5) Staff who perform or supervise, alone, the work directly related to the operation of trains/rolling
stock for the maintenance or engineering work or the like of tracks, electric railcar tracks or
operation safety facilities.
(6) Staff who operate railway crossing safety facilities.
2. ‘Staff who are engaged in the maintenance of facilities and rolling stock and any other similar work’
shall be defined as follows and in the case where a railway business operator outsources ‘Service of
facilities and rolling stock and any other similar work’, any staff other than those belonging to a railway
operator, who perform the outsourced work shall be included.
(1) Staff who carry out maintenance of structures, tracks and buildings.
(2) Staff who carry out electric installations, operation security facilities.
(3) Staff who perform inspection and repair work for rolling stock.
(4) Staff who directly perform the device switching operation of electric power equipments
3. The ascertainment of aptitude of the staff described in 1 shall be carried out through the examination of
physical and mental functions.
4. The implementation of education and training for the staff described in 1 and the ascertainment of
aptitude, knowledge and skills shall be undertaken by the railway business operator to which the relevant
staff member belongs (the railway business operator which outsourced the relevant work, if the business
operator to which the relevant staff member belong is a non-railway business operator. The same shall
apply hereinafter), according to the prescribed operating procedure. Provided, however, that in the case
where the provision of education and training and the ascertainment of aptitude, knowledge and skills are
managed by the relevant railway business operator, they may have others undertake these duties.
5. For the staff described in 1(1) and (3), a framework to provide such appropriate supervision as requesting
a report on the matters required for the operation, prior to on-board duties, during the operation of trains
or at any other appropriate timing, or to give instructions, shall be in place.
6. Education and training for the staff described in 2 shall include education and training carried out by
others under the supervision of the railway business operator.
37
[Explanation]
1. Scope of Staff (Crew) and Application of Related Provisions
Railway operation systems consist of people (referred to as staff or crew members) and objects (such as
tracks, operation safety facilities, other facilities, cars and so on), and are operated on the basis of the related
people’s effective use of the objects. Accordingly, to ensure that systems function safely and as planned,
railroad operators must educate and train all staff directly or indirectly involved in system operation,
including those in charge of facility and car maintenance, with focus on specific knowledge and skills.
However, such education and training must provide knowledge and skills only to a level corresponding to
that required for the jobs to which staff members are assigned.
As a lack of aptitude or knowledge among staff performing tasks directly related to train operation or
similar can directly or indirectly lead to accidents, railroad operators must assign work to individuals only
after confirming that they have the necessary aptitude, knowledge and skills for the job. Paragraph 2 of this
provision clearly specifies the related conditions.
As stated in Paragraph 3, any railroad operator finding that a crew member engaged in a task directly
related to train operation or the like no longer has the required knowledge or skills due to illness or similar
must take measures as necessary for the reasons outlined above to ensure that the crew member no longer
engages in the task.
For confirmation, “those who perform maintenance-related work for rail facilities and rolling stock” in
Paragraph 1 refers to staff members to whom railroad operators provide education and training for
acquisition of the knowledge and skills required for a certain task before assigning them to the maintenance
of facilities, cars and so on.
2. Staff Directly Engaged in Train/Car Operation

The scope of “those who are directly engaged in train/car operation” is as set forth in Paragraph 1 of the
approved model specifications. In this case, staff stationed at level crossings for the purpose of train
protection in case of abnormalities such as malfunctions of level crossing protection devices and the like are
required to have a certain level of knowledge and skill concerning the securement of safety, such as methods
for train protection. Such individuals should therefore be regarded as “staff who operate railway crossing
safety facilities” as specified in Item (6). However, even in similar cases in which a level crossing
obstruction warning device is installed for activation by the general public to halt an approaching train in the
event of an emergency, a staff member posted at the crossing need only be familiar with how to use the
device. Accordingly, such staff do not necessarily need to be “those who are directly engaged in train/car
operation” or “staff who are engaged in the maintenance of facilities and rolling stock and other similar
work.”
Staff engaged in tasks directly related to train operation, such as maintenance and construction of tracks,
contact lines, electric railcar tracks or safety facilities, are also classed as “those who are directly engaged in
train/car operation.” Nonetheless, in some cases relating to maintenance and construction, such staff are
required to work under the supervision of others who satisfy the qualification requirements for “those who
38
are directly engaged in train/car operation.” In such cases, it has long been considered that even though
staff other than those who supervise work essentially need education and training to have the necessary
knowledge and skills, the safety of train operation and related considerations can be assured even if they are
not required to possess the aptitude of “those who are directly engaged in train/car operation.” Item (5) of
Paragraph 1 in the approved model specifications was drawn up after consideration and consolidation of
these matters.
For confirmation, “staff who handle rail signals” as detailed in Item (4) of Paragraph 1 in the approved
model specifications refers to those whose primary job involves handling rail signals, but does not include all
staff to be mobilized in the implementation of measures to stop trains and so on in the event of an emergency.
3. Implementation of Education/Training and Ascertainment of Aptitude, Knowledge and Skills

(1) Individuals Responsible for Education/Training and Ascertainment of Aptitude, Knowledge and Skills
(hereinafter referred to as “education, training, etc.”)
Railroad operators are the authorized corporate managers of railways according to the provision of Article
3 of the Railway Business Act (Law No. 92 of 1986), and bear general responsibility for the safety of train
operations and related matters. Accordingly, such operators should basically implement education, training,
etc. for “those who are directly engaged in train/car operation” affiliated with business units run by operators.
However, the education, training, etc. of such staff should be committed to other railroad operators,
specialized institutions and the like in some cases. Alternatively, there may be cases in which such
commitments are advantageous in ensuring safety. Even in such cases, railroad operators committing
education, training, etc. to other operators must essentially bear the related responsibility. Operators must
fulfill their responsibility by confirming the details and outcomes of education, training, etc. conducted by
other entities using appropriate methods.
(2) Locus of Responsibility for Entrusting to other parties
For various reasons such as management-related considerations, railroad operators sometimes entrust to
other parties “work directly related to the operation of trains/rolling stock” that they would otherwise
primarily carry out themselves. In such cases, there is a difference in the sharing of responsibility for
education, training, etc. depending on the nature of the party entrusted to do the work (hereinafter referred to
as a “committee”), i.e., whether it is an authorized railroad operator or a body other than a railroad operator.
Specifically, when a committee is a railroad operator with staff who can carry out the tasks in question, the
railroad operator entrusted with the task (the committee) must implement the work and check the results
under its own responsibility subject to the provision stating that “the implementation of education, training,
etc. should be undertaken by the railway business operator to which the relevant staff member belongs
according to a prescribed operating procedure.” However, if the committee is not a railroad operator, the
tasks must be implemented under the responsibility of the assignor, i.e., the railroad operator primarily
obliged to carry out the tasks, as the committee does not have the license/permission required by a railroad
operator. Accordingly, it is necessary when concluding commissioned contracts to choose a committee
capable of providing education and to clarify the methods of management for education, training, etc. to be
39
implemented by the railway operator or the assignor.
The table below summarizes the loci of responsibility and the individuals in charge of implementing
education, training, etc. accompanying commissioned contracting of tasks as outlined above by types of
business operators at which staff engaged in such tasks are employed. It also provides comparison with the
expressions used in the approved model specifications.
Implementation of education/training and ascertainment of aptitude, knowledge

and skills
Type of business
Responsibility
operator at which staff
for
engaged in the tasks are Expressions in the approved model
implementation Executor
employed specifications (by expression pattern)
and
ascertainment
Pattern (i)
Implementation of education/training and
ascertainment of aptitude, knowledge and
A A skills should be undertaken by the railway
business operator at which the relevant staff
member is employed according to a
prescribed operating procedure.
Pattern (ii)
Railway Operator A ascertainment of aptitude, knowledge and
skills should be undertaken by the railway
A B member is employed according to a
prescribed operating procedure. However,
railway business operators managing the
implementation of education/training and the
skills may have others undertake these tasks.
A D Pattern (ii)
B B Pattern (i)
Railway Operator B
(when B is entrusted B A Pattern (ii)
with a task of A)
B D Pattern (ii)
40
Pattern (iii)
skills should be undertaken by the railway
A A member is employed (i.e., the operator
entrusting the relevant work if the body at
which the relevant staff member is employed
is a non-railway operator; the same shall
apply hereinafter) according to a prescribed
operating procedure.
Pattern (iv)
Business Operator C Implementation of education/training and
other than railroad ascertainment of aptitude, knowledge and
operators (when C is skills should be undertaken by the railway
entrusted with a task of business operator at which the relevant staff
A) member is employed (i.e., the operator
entrusting the relevant work if the body at
A B which the relevant staff member is employed
is a non-railway business operator; the same
shall apply hereinafter) according to a
prescribed operating procedure. However,
railway business operators managing the
implementation of education/training and the
skills may have others undertake these tasks.
Pattern (iv)
A C or D
Note: “D” is a business operator other than “A,” “B,” and “C.”
4. Contents and Details of Education, Training, etc.

In regard to education/training and ascertainment of aptitude, etc., an official notice was issued with the
information outlined below specifying timing and other details based on the results of specialized study and
past experience.
Handling Following Formulation of the Ministerial Ordinance to Provide Technical Regulatory Standards
on Railways, etc., National Railway Technical Notice (Kokutetsugi) No. 164, March 8, 2002 (excerpt)
The following should be the norms of education, training, etc. for staff who are directly engaged in
train/car operation.
41
(1) Education, Training, etc. of Staff
(i) Operating procedures should include and specify types of education, training, etc., attribution of
executors, attribution of students and other necessary information for education, training, etc.
(ii) Education, training, etc. should be conducted periodically in line with a yearly plan.
(iii) Education/training should be provided both for newly assigned staff and for existing staff to be
transferred to other workplaces if their job titles are not changed. Such education/training should
be provided in relation to cars, permanentway, operation safety facilities, operation handling, etc.
concerning new work locations as need arises.
(iv) When a crew member involved in power-car operation is to be transferred to a different line section
(including sections where transport services are newly introduced), the following points should be
observed to familiarize the worker with the new conditions:
(a) Education/training should include a guideway inspection tour and test operation of a train in the
line section in question over at least five return trips. However, this number may be changed as
appropriate depending on the length of the line section and the complexity of permanentway and
signal indications.
(b) Operation training should be conducted in the same manner as for commercial trains (when a new
transport service is launched, the term “commercial train” refers to one used for the new service;
the same shall apply hereinafter). However, when it is judged that training in an extended
section for a new service would interfere with the business of an existing section, the content of
the training should simply be as close as possible to that conducted for commercial trains.
(2) Ascertainment of Aptitude
(i) A physical function examination should be conducted at least once a year for all staff members
depending on their tasks with focus on eyesight, hearing, health, body functions and other conditions.
The results should be assessed to determine any possible influence on work performance.
(ii) A mental function examination should be conducted at least once every three years for all staff
members depending on their tasks using methods elaborated and chosen from performance aptitude
testing (Kraepelin testing), verification/replacement/division/reasoning testing, reaction speed testing,
attention distribution testing, etc. The results should be assessed to determine any possible
influence on work performance. Performance aptitude testing must be conducted without
exception.
(iii) For business operators conducting their own performance aptitude tests as specified in (ii), the actual
executor of such tests must have taken and fulfilled the requirements of the performance aptitude test
course run by the Director of the District Transport Bureau, be a certified graduate of the course on
performance aptitude testing run by the Railway Technical Research Institute, or be qualified to
implement the Uchida-Kraepelin Performance Test.
(iv) Concerning Paragraph 5 of the approved model specifications, implementation standards should
include a method covering the timing of report submission or instruction issuance to enable
appropriate supervision of staff.
42
(3) Ascertainment of Knowledge and Skills
Implementation standards should include provisions related to operation/handling, and should also specify
other requirements such as the timing and method for the verification of learning in regard to work matters
and the ability to put such knowledge into practice.
(4) Criteria should be set for the implementation of (2) and (3) above, and appropriate measures should be
taken in regard to staff failing to meet the criteria. Staff should be allowed to perform the work in
question only after their fulfillment of the criteria has been confirmed.
5. Supervision of Staff
Supervisors must closely oversee the staff members concerned at all times, request reports as appropriate
and issue instructions to ensure that staff fulfill their duties. To this end, it is necessary to arrange an
appropriate supervision framework including actions such as taking roll calls at the start and end of the work
day.
In the supervision of staff who operate power cars, it is impossible to fully and constantly supervise their
work through observation. Accordingly, it is necessary to adequately prepare a framework of supervision
and related implementation standards so that roll calls before and after work, onboard guidance and so on
can be conducted with appropriate timing.
It is also important to assess the physical and mental condition of crew members scheduled to operate
power cars at roll calls before the start of onboard work.
[Operation Notice]
2 Related to Article 10 (Education and Training of Staff)
Education and Training of the staff who are engaged in work directly related to the operation of trains/rolling
stock shall be as follows.
(1) With regard to the education and training of staff
(i) Operating procedures shall stipulate the type, provider, target recipient of education, training or the
like, and any other matters required for education and training or the like.
(ii) Education, training or the like shall be carried out regularly according to the prescribed annual plan.
(iii) Education and training shall be carried out for those who have been transferred to a different
location even when the job description stays unchanged, in addition to those who will be newly
engaged in work, and shall cover the rolling stock, track, operation safety facilities and operation
and handling in the newly assigned location, as required.
(iv) Education and training provided for the familiarization in the case where the line on which those
staff who maneuver motive power units are responsible for the maneuver of trains etc., has changed
(including the case where the transportation service is newly starting) shall be as follows.
a. A tour of and maneuvering training in the assigned section of the track shall be carried out. In
this case, the number of maneuvering training shall be for 5 or more round trips. Provided,
however, that the number of maneuvering training may be increased or decreased as appropriate,
43
in the consideration of the length of the assigned section, complexity of the track and signal
indication or the like.
b. Maneuvering training shall be carried out in the same service pattern as the trains in operation (It
means the trains in the condition in operation after the launch, in the case where the transportation
services is newly starting. The same shall apply hereinafter). However, in the case when it is
found to disrupt the section already in operation, they shall be carried out in the service pattern as
similar as possible to the trains in operation.
(2) With regard to the ascertainment of aptitude
(i) Examination of physical functions shall include the examination of visual functions, audibility,
illnesses and physical functions and carried out not less than once a year, depending on the job
descriptions and the results shall be checked to validate that these will not impede the performance
of work.
(ii) Examination of mental functions shall be carried out not less than once three years, and shall include
such examinations as job aptitude test (Kraepelin test), identification, substitution, segmentation and
inference tests, reaction speed test and attention allocation test, selected in consideration of job
descriptions. The results shall be checked to validate that these will not impede the performance of
work. In this case, job aptitude test shall be carried out without exception.
(iii) In the case where job aptitude test are carried out by the business operator themselves, the executor
shall be a person who is either a certificate holder of the aptitude test training run by the Railway
Technical Research Institute or a person qualified to conduct the Uchida Kaerpelin test.
(iv) With regard to Approved Model Specifications 5, such operation methods as the timing of reports or
instructions to supervise staff appropriately, shall be stipulated in the implementation standard.
(3) With regard to the ascertainment of knowledge and skills, the timing of and method for regularly
checking the proficiency with the stipulations related to operation and handling and other matters that
need to be abided by and the extent of putting them into practice shall be stipulated in the operating
procedure.
(4) Standard for the implementation of (2) and (3) shall be established and appropriate actions shall be
taken for those who do not satisfy the standard, and have them start work only when the standard have
been satisfied.
(Duties, etc. of Crew to Operate a Motive Power Unit)
Article 11. A train shall have a crew on board to drive a motive power unit. However, that this provision does
not apply in those cases when safe train operations would not be impaired even without a crew, due to the
type of facilities and car design and structure.
2. A crew that drives a motive power unit shall be the one that has obtained the driving license specified in
the Item 1 through Item8 and also Item 12 of the paragraph 1 of the Article 4 of the Ministerial Ordinance
(Minister of Transport Ordinance No. 43 of 1956). Note, however, that this does not apply to the
44
following cases.
(1) When a crew apprentice is riding with a licensed person to get a direct guidance on board a motive power
unit.
(2) When a motive power unit is moving on the side track which would not interfere with a main track.
3. A crew who drives a motive power unit shall not be on duty, when under the influence of alcohol or drug.

II-2 Related to Article 11 (On-board Duties of Staff who Maneuver Motive Power Units)
1. ‘Those cases where safe train operations would not be impaired even without the relevant staff onboard,
due to such reasons as the structure of facilities and rolling stock’ in the proviso of Paragraph 1 shall
mean the case where the following items are satisfied and the criteria stipulated by Item 3, Article 36,
Article 58 and Paragraph 2, Article 86 are complied with.
(i) In the case where the structure is such that a person or the like cannot easily enter on to the track
and the railway is in no danger of such situations as rock-falls impeding the course of trains to
happen. Provided, however, that this does not apply if a device capable of detecting the
occurrence of the events on the tracks that pose an impediment to the train services and stopping
the trains automatically, and if any other measures are taken to ensure that there is no danger of
safe train operation being impeded.
(ii) In the case where the railway structure or configuration is such that the protection of trains against
adjacent tracks is not required. Provided, however, that this does not apply if the staff in charge of
protecting trains are onboard, or if a device capable of detecting the occurrence of the events that
pose an impediment to the adjacent tracks, and stopping the trains automatically.
(iii) In the case where the railway is such that, in emergency situations, passengers are able to evacuate
easily.
2. Item 2, Paragraph 2 shall mean the move within the zones that will not impede train services on the
main track such as the side track zone outside the sections in which an operation error on a storage and
retrieval track or a side track could pose an immediate impediment to the main track.
3. A crew who drives a motive power unit shall not be on duty, when under the influence of alcohol or
drug.
[Explanation]
1. Staff Working on Trains
Train crew members can be grouped into the following three categories according to their main tasks:
(A) Those working on board in the operation of power cars
(B) Those working on board in the operation of brakes or signal devices, or those in charge of other
operation/handling relating to train operation (i.e., crew members other than those in [A]).
(C) Those in charge of passenger services
Crew in category (A) are generally drivers, who must have a driver’s license issued subject to the
45
Ministerial Ordinance on Power Car Driver Licenses.
Crew in category (B) are staff with duties relating to arrangements to stop trains in the event of an
emergency (train protection) in cooperation with crew operating power cars and those in charge of such work
for operation/handling tasks such as braking and display of departure signals, locomotive pushing operation
signals and other signals. It also includes staff working on board trains. For this reason, it is necessary to
assign staff members who have an aptitude for driving as well as the knowledge and skills necessary to drive
trains. Generally speaking, in many cases, crew in category (C) are trained for such ability before being
assigned to concurrent posts. If a staff member who can drive power cars is on a train with a crew member
in charge of driving power cars for reasons related to the work duty schedule, the staff member may be
obliged to perform driving tasks as a matter of course.
Crew in category (C) are in charge of tasks relating directly to passengers, such as passenger services (e.g.,
provision of information to passengers and other forms of customer care), maintaining order in cars, and
leading evacuations in the event of an emergency. Those with the necessary knowledge and skills are
assigned to functions in this crew category. However, crew members are not required to have the aptitude
to drive trains if they are on a train for the sole purpose of performing passenger services and will not
concurrently perform the functions of crew in category (B).
2. Work Formats of Crew Members

Staff work schedules specifying information such as which crew members should be on trains and the
assignment of duties are based on judgment for individual trains in consideration of the state of facilities in
the railroad section in question, the structure of the cars to be used, the state of train operation, train make-up
and so on. Work formats are divided into the three categories outlined below.
For confirmation, a driver is a staff member in charge of power car operation, and a conductor is another
onboard staff member performing other duties.
(1) Onboard Work of Drivers and Staff in Charge of Train Protection, etc. (concurrent assignment of
conductors) – Two-man Operation
Train safety systems conventionally have a staff member in charge of train protection, etc. (usually the
duty of a conductor) on board with the driver to deal with train protection when a following train approaches
between station-and-halts, or in case derailment causes interference on an adjacent permanentway.
The basic system of train operation involves having at least one driver and one staff member in charge of
train protection, etc. This type of two-man operation is regarded as essential for trains running in railroad
sections such as double-track territory, where two or more permanentway are provided in parallel, whenever
train protection and related duties are entrusted to people. Although it is possible to implement one-man
operation in which a single crew member (the driver) deals with operation/handling tasks such as train
protection, etc., trains carrying passengers must have a conductor if there is a need for passenger services in
addition to operation/handling and such services cannot be handled and arranged in another way.
Accordingly, for trains carrying significant numbers of passengers (regardless of whether running takes place
on a single line or on a double track), even today it is common practice to adopt two-man operation
46
involving a driver and a conductor, with the conductor concurrently in charge of train protection, etc.
(2) Onboard Work by the Driver Alone – One-man Operation
If train protection is conducted based on a swift and secure method, or a railroad section has no adjacent
parallel permanentways and does not allow following trains to run between station-and-halts, there is no
need for crew members on board to take charge of train protection. Accordingly, it is acceptable in such
cases to have only the driver on board in charge of all onboard work, provided that effective arrangements
are devised for operation and handling of tasks.
In either case, a driver must be present for onboard work whenever people are involved in operating power
cars. Accordingly, the phrase “one-man operation” conventionally refers to a system in which a driver
takes sole charge of onboard work and is entrusted with all the operation/handling tasks of the train
concerned. When this style of onboard work being wholly entrusted to the driver is adopted, there must be
no related adverse influence on passenger services. Appropriate arrangements and preparation of vehicle
facilities suitable for passenger services to be provided by the driver alone must therefore be made in
consideration of the need for comprehensive judgment in regard to the number of passengers (which may be
represented by the state of train make-up), the state of management in the relevant stations, and other factors.
Paragraph 1 of Article 86 (Rolling stock facilities for trains, etc., stationed by a single staff member who
drives the motive power car) specifies the conditions for vehicle facilities on trains where one-man operation
is implemented.
(3) Elimination of Onboard Work by Drivers – No-man Operation or Driverless Operation
Recent technological developments (such as the automatic train operation (ATO) system) for related
facilities, cars, etc. have made it possible to arrange and prepare conditions, structures and the like so that
onboard work by drivers is unnecessary. Accordingly, trains can now run without onboard work by crew
members in charge of power car operation. In fact, some railroad operators running guide-rail system
railroads have already implemented a new system called no-man operation in commercial running with no
driver or any other crew members on board.
The criteria for the state of facilities, the structure of cars, etc. where it is judged that no problems would
occur without a driver on board are specified in Item 3 of Article 36 (Platforms), Article 58 (Devices for
automatic operation), and Paragraph 2 of Article 86 (Rolling stock facilities for trains, etc., stationed by a
single staff member who drives the motive power car) from the viewpoints of (i) smooth, secure and safe
traffic control for trains, (ii) securement of passenger safety upon train approach and departure and the
boarding/alighting of passengers, (iii) securement of passenger safety in passenger compartments, and (iv)
securement of passenger safety in regular operation. These conditions are premised on the basic
requirements outlined below.
To introduce no-man operation, certain hardware conditions must first be fulfilled. In addition to these
measures, when such operation is actually implemented, it is necessary to ensure, in relation to the
environments of individual facilities in the relevant railroad section and the actual state of each train, that
passengers can evacuate without problems and without preventing the provision of ordinary care due to panic
in the event of an emergency. Accordingly, it may be considered appropriate to adopt a scheme in which a
47
conductor is on board as a crew member other than the driver, and then to provide timely, accurate
information as necessary for passengers, or to guide and evacuate them to a safe place on site. This form of
onboard work is commonly called driverless operation, which differs from no-man operation.
Nonetheless, in such cases, there are many environments or situations in which it is desirable from a
practical standpoint to be able to change quickly from automatic operation to manual operation and evacuate
the site. If the crew member in charge of such situations is the driver rather than a conductor, smoother
response can be expected. Accordingly, one-man operation is often adopted for ordinary railroad sections
for the onboard work described above.
When automatic train operation (ATO) is introduced, it is therefore necessary to clearly specify target
railroad lines and sections, the need for onboard crew, and types/required qualifications of crew as specific
information related to operation/handling corresponding to the conditions at hand.
[Reference]
(Platforms)
Article 36 Platforms should conform to the following standards:
(Items (1) and (2) omitted)
(3) Appropriate measures should be implemented on platforms to secure passenger safety in
consideration of train speed, frequency and operational patterns.
(Equipment for automatic operation)

Article 58 Equipment for automatic train operation to be installed for unmanned (driverless) train units
should comply with the following standards:
(1) Trains should not be able to depart before confirming that it is safe to do so in regard to passengers
boarding and alighting.
(2) Target speeds should be set below operating speeds indicated by control information from equipment
ensuring appropriate intervals between train intervals, and speed should be controlled smoothly
(equipment should have functions to ensure that such operation can be carried out safely).
(3) Trains should be stopped smoothly in a position that allows passengers to board and alight without
problems.
(Rolling stock facilities for trains, etc., stationed by a single staff member who drives the motive power car)
Article 86 Trains stationed by a single staff member who drives the motive power car must be in
conformity with the stipulations of Articles 64 through to 85, and must also comply with the following
standards:
(1) Passenger cars running in underground structures or other sections where quick evacuation of
passengers would be difficult in the event of an emergency should be subject to appropriate
measures for passenger safety in emergency situations, including the installation of an automatic
48
notification system to inform stations or control centers that devices as described in Paragraph 3 of
Article 79 have been triggered.
(2) Crew members operating motive power cars should be able to communicate safely and without
difficulty with stations or operation control centers from a regular operating position as needed.
(3) Crew members operating motive power cars should be able to work passenger car doors and make
announcements as necessary from a regular operating position.
2. Trains without crew members operating motive power cars should be in conformity with the
specifications of Article 64 through to the preceding article. Safety equipment enabling people in
passenger cars to communicate with operation control centers should also be installed, and other
security measures should be implemented as necessary for passenger safety. However, this does
not apply in cases where onboard crew members can secure safety in the event of an emergency.
3. Basic Requirements for Non-use of Drivers

The basic requirements for the non-use of drivers (no-man operation or driverless operation) are
summarized below from the viewpoint of securing safety on permanentways, containing accidents and
ensuring passenger safety during periods of regular operation in consideration of opinions expressed by the
Technical Standards Committee. These requirements are included in approved model specifications.
(1) Securing Safety on Permanentways
Securement of safety on permanentways necessitates protection from events that interfere with the running
of trains. This is based on the expectation that drivers will avoid accidents or minimize related damage by
realizing that certain events might lead to interruptions or by implementing an emergency halt when
something that may interfere with train operation is seen on a permanentways.
Specifically, trains satisfying this requirement run on structures that are relatively inaccessible to people
(e.g., elevated railways) and are at no risk of the effects of accidents such as rockfalls. In some cases,
obstructions to train operation can be avoided by onboard crew members implementing an emergency halt or
through the use of equipment that can automatically stop trains if an obstruction event occurs. Accordingly,
such cases are also taken into consideration here.
(2) Containing Accidents
Containing accidents primarily necessitates the prevention of interference to adjacent tracks due to
derailment and other forms. Drivers are tasked with protecting trains to contain accidents in which a
vehicle might otherwise interfere with an adjacent line due to derailment and the like.
Specifically, trains satisfying this requirement are prevented from physically interfering with adjacent
tracks through the implementation of appropriate measures such as the establishment of evacuation routes on
single-track railways or adjacent tracks. In some cases, obstructions to train operation can be avoided by
onboard crew members engaged in train protection work or through the use of equipment that can
automatically stop trains if an event that might result in interference with an adjacent tracks occurs.
Accordingly, such cases are also taken into consideration here.
49
(3) Ensuring Passenger Safety in an Emergency
Securing safety in an emergency necessitates the provision of swift evacuation guidance for passengers if
a train becomes unable to move between stations. In such cases, the driver is expected to judge the
situation appropriately, provide accurate information to passengers and take leadership on the train. This
requirement is based on these concepts.
Specifically, railways satisfying this requirement have routes to facilitate easy evacuation of passengers in
the event of an emergency and routes that can be used by crew members in charge of evacuation guidance on
trains.
Railways in underground structures are subject to fewer disturbances, making them advantageous in terms
of securing safety on permanentway. However, from the viewpoint of securing safety in an emergency, it is
necessary to consider related differences from open sections, such as the propensity for smoke accumulation
in the event of a fire. It is therefore important to increase the reliability of facilities and cars so that the
need for evacuation through tunnels is minimized. In Japan, no railways with underground sections used
no-man operation when the Ministerial Ordinance to Provide Technical Regulatory Standards on Railways
came into force. However, in some countries, even railways with significant traffic volume practice
no-man operation with good results. It is therefore necessary to make comprehensive judgment with
reference to these cases outside Japan.
4. Driver’s Licenses
Article 4 of the Ministerial Ordinance on Power Car Driver Licenses (Transportation Ministerial
Ordinance No. 43 of 1956) specifies the 12 types of driver’s license listed below according to car types for
crew members operating motive power cars. The term “Class A” here covers power cars used for services
of railroad business subject to this Ministerial Ordinance and those used for services of railroad business
subject to Paragraph 1 in Article 3 of the Railway Track Operation Rule (Transportation Ministerial
Ordinance No. 22 of 1954), and “Class B” covers power cars used for business conducted on railroad tracks
where trains are operated subject to the Railway Track Operation Rule.
(1) Class A locomotive driver's license
(2) Class A electric car driver's license
(3) Class A internal combustion vehicle driver's license
(4) Shinkansen electric car driver’s license
(5) Class I magnetic induction electric vehicle driver's license
(6) Class II magnetic induction electric vehicle driver's license
(7) Class I magnetic induction internal combustion vehicle driver's license
(8) Class II magnetic induction internal combustion vehicle driver's license
(9) Class B steam locomotive driver's license
(10) Class B electric car driver's license
(11) Class B internal combustion vehicle driver's license
50
(12) Trolley bus driver's license
5. Scope of the term “side track that does not interfere with a main track”
A “side track that does not interfere with a main track” (where the assignment of a crew member not
licensed subject to the provision of Item 3 in Paragraph 2 of this Article to a power car driver is permitted) is
one within a zone where there is no risk of an operational error directly resulting in a train collision or
interference with train operation. Accordingly, service lines where such a risk arises from proximity to a
main track causing an operational error and derailment or similar are excluded from the definition. Also
excluded are service lines where there is a risk of train collision or interference with train operation if a red
signal is violated due to a turnout being installed between the siding and the main track.
When unlicensed crew members are assigned to work involving driving and moving power cars, the scope
of the related tasks must be clearly defined beforehand.
6. Prohibition on Crew members Under the Influence of Alcohol Operating Power Cars and Performing
other Onboard Work
Paragraph 3 is aimed at crews in charge of operating power cars. It mandates self-supervision for the
purpose of raising awareness, since this job is based on a nationally accredited qualification and its
performance requires aptitude for making quick decisions.
Article 10 specifies that railroad operators should not assign crew members in the states described in
Paragraph 3 to such tasks.
As a matter of course, drug abuse is prohibited. Even when drugs are used for medical purposes, extreme
care should be taken to avoid related influences on normal train operation.
[Reference]
Drug Abuse
The regulation of narcotics, stimulants, etc. is enforced by the Narcotics and Psychotropic Control Law,
the Cannabis Control Law, the Opium Law, and the Stimulants Control Law. Drugs whose use is prohibited
by law include the following:
Narcotics (heroin, cocaine, LSD, etc.)
Cannabis (cannabis cigarettes, cannabis resin, etc.)
Stimulants (amphetamines, etc.)
Psychotropic drugs (sleeping tablets, tranquilizers, etc.)
Organic solvents (thinner, toluene, etc.)
‘Revision’ Paragraph 3 added to the Approved Model Specifications related to Article 11 (April 28, 2006:
Railway Bureau (Ministry of Land, Infrastructure, Transport and Tourism) Notice No.18) Enforced as from
1 July.
51
‘Revision’ Paragraph 2 of the Approved Model Specifications related to Article 11 revised (July 14, 2006:
Railway Bureau (Ministry of Land, Infrastructure, Transport and Tourism) Notice No.40) Enforced as from
1 October.
52
Rolling Stock Structure
53
54
◇ Rolling Stock Structure ◇
Chapter 8. Rolling Stock
Section 1. Rolling Stock Gauge
(Rolling Stock Gauge)
Article 64. Rolling stock shall not exceed car clearance. However, as far as safe car operations can be
secured it is exempted from the rule when it is equipped with some devices that cannot be used
without violating the clearance. These devices include obstacle guard, crane and the equivalent.
[Approved Model Specification]

(Basic Items)
1 The railroad operator shall establish the rolling stock clearance; the rolling stock shall not exceed the
rolling stock clearance. In addition, the standard for the rolling stock clearance on a straight track is
shown in Figure 3 and Figure 4. However, in a special railroad, the necessary dimensions for
unambiguously determining the shape corresponding to that application shall be defined.
2 The “rolling stock shall not exceed the rolling stock clearance” in 1 means the rolling stock shall not
exceed the rolling stock clearance in the following conditions.
(1) On a flat, straight track, the rolling stock (including with the wheels, etc. worn), is in the
stopped state with the center line of the car body and bogies align with the center line of the
track.
(2) The load condition is between the empty condition and the maximum load condition.
(3) The car body and bogies are not tilting due to passengers or loaded material.
3 The relevant devices in the following table may, within the range of the various conditions, exceed
the rolling stock clearance.
By Railway Type Device Conditions

Basic Wheels, track lubricator When parts are within the
structure clearance
Obstacle deflector When movable parts are within
the structure clearance
Doors (Including flapper doors on When open
open freight cars and emergency
doors)
Track measuring wheels, rail When in use within structure
inspecting equipment, rail grinding clearance
equipment and structure clearance
measuring equipment
Snow plow equipment, cranes and When in use
other items similar to them
55
Levitation railway Brake shoes When in use
4 The rolling stock clearance on a curve shall have the relative values corresponding to the
displacement of the rolling stock added to each side of the rolling stock clearance presented in 1.
Rail
Gauge
Basic
Gauge when current collector

Gauge in relation to top of roof when
current collector is operated.
Gauge in relation to signs, marker
lamps, car side lamps.
Gauge in relation to parts that do not
move vertically due to action of
Gauge in relation to sanding pipe,
obstacle deflector, brake shoe and
other parts that do not exceed the rim
※Dimensions shown in
Fig. 3 Rolling Stock Gauge (Ordinary Railways, Excluding Shinkansen)

(Relating to Article 64)
56
Rail
Gauge
Basic
Limit for rooftop equipment when
current collector is operated
Limits for signs, marker lights, car
Limit for section that does not move
vertically
Sanding pipe may exceed rolling stock gauge when a device that is
within the wheel rim width corresponds to the rolling stock
h t i ti d i 40 b th il f
※Dimensions shown in
Fig. 4 Rolling Stock Gauge (Shinkansen) (Relating to Article 64)
57
[Explanation]
I. General
1. Purport
(1) In designing rolling stock, the rolling stock gauge (maximum dimensions) shall be determined in
relation to the construction gauge according to the conditions of the line section.
2. Relationship between Ministerial Ordinance and Approved Model Specification
(1) [Basic Item] 1 of the Approved Model Specification describes that the rolling stock gauge shall be
established by each railway operator in consideration of their respective railway circumstances and
that the rolling stock shall not exceed the relevant rolling stock gauge in compliance with the
stipulation by the Ministerial Ordinance that the rolling stock “shall not exceed the rolling stock
gauge.” The standard rolling stock gauge is provided for reference at the time that the railway
operator establishes the rolling stock gauge.
(2) Preconditions, when the rolling stock gauge shall not be exceeded, are described in [Basic Item] 2
of the Approved Model Specification.
(3) Devices or potential devices that necessarily exceed the rolling stock gauge in fulfilling the rolling
stock performance are described in [Basic Item] 3 of the Approved Model Specification.
(4) The necessity for considering the rolling stock gauge on a curve is described in [Basic Item] 4 of the
Approved Model Specification.
II. Particulars
1. Explanation of Approved Model Specification
(1) [Basic Item] 1 of the Approved Model Specification stipulates that the railway operator shall
establish the rolling stock gauge. In determining the rolling stock gauge, it is necessary to consider
rolling stock motion and electrical clearance which must be maintained with regard to the space
between the rolling stock gauge and construction gauge, and accordingly, the railway operator shall
establish the rolling stock gauge according to the conditions of the line section.
[1] The “roof top equipment” in Figure 3 includes devices that can be easily removed such as the
pantograph, fuses and arresters.
[2] The “indicators” in Figure 3 include lamps such as the brake failure indicator lamp and power
running failure indicator lamp as well as lamps to be equipped as per the Approved Model
Specification.
[3] The sanding pipe, which is permitted to exceed the rolling stock gauge as stipulated in Item 2
of Article 41 of the former Shinkansen Railway Structure Regulations, is described in the gauge
drawing of the Approved Model Specification. The wording “according to the characteristics of
the rolling stock” has been added in consideration of including a device to secure at least a
certain degree of adhesion in high-speed zones.
[4] For a cable railway, after the rolling stock gauge is determined, the construction gauge is
determined by providing an appropriate expansion gap in the lateral and vertical directions. In
an example case, the expansion gap is 300 mm at the minimum in the lateral direction and the
rope socket on the lower part and wheel portion are sometimes determined in detail. With
58
regard to the rolling stock gauge on the lower part of the rolling stock, since the cable socket
mounting position and wheel structure are symmetrical, both of them overlap on a single track
while the respective clearances are determined only on an interchange double track.
(2) [Basic Item] 2 of the Approved Model Specification describes the conditions for the rolling stock in
investigating the rolling stock gauge.
[1] [Basic Item] 2 of the Approved Model Specification stipulates that specific conditions when
investigating the rolling stock gauge shall be clearly stated from (1) to (3) and that fluctuations
within the maintenance range of the wheels shall also be taken into account.
[2] “Maximum load” means the maximum loaded amount in a freight car. In a passenger car
(regular railway, etc., excluding Shinkansen), it means the maximum possible number of
persons (total of the crew, normal passenger seating capacity and standing passengers [this shall
be the value obtained from an area of the floor (excluding 100 mm from the seat end of the
floor) that ensures an effective width of 300 mm or more and effective height of 1800 mm or
more, and dividing it by 0.10 m2; fractions are truncated]. However, in a car that does not allow
the number of people to exceed the passenger capacity, this shall be the total of the crew and
passenger capacity. Mass per person shall be 55 kg. However, in a cable railway, mass per
person shall be 60 kg.
(3) [Basic Item] 3 of the Approved Model Specification describes cases in which the rolling stock
gauge may be exceeded.
[1] The former Ministerial Ordinance stipulated that an auxiliary obstruction deflector “may
exceed the rolling stock gauge within the range of the construction gauge”, but in the Approved
Model Specification, this was changed to performance expressions, and it is stipulated that a
portion of a flexible obstruction deflector may exceed the rolling stock gauge provided it is
within the construction gauge as the upper limit.
[2] In the former Ministerial Ordinance, doors were stipulated simply as “doors”, but in the
Approved Model Specification they are stipulated in such a form that clarifies that flapper
doors on open freight cars and emergency doors are included in “doors”.
[3] Plug doors that are stored in the door pockets do not pose any problems. For doors that open
outward and exceed the rolling stock gauge, measures are required to prevent the doors from
opening during travel.
[4] The “track measuring wheels” and “rail inspecting equipment, rail grinding equipment and
construction gauge measuring equipment” that are allowed to exceed the rolling stock gauge in
Shinkansen are stipulated in the Approved Model Specification in such a form that can be
applied to rolling stock other than Shinkansen.
[5] Snow plow equipment, cranes and similar items may exceed the rolling stock gauge in order to
perform their function provided that safety is confirmed such as sufficient space from the
ground equipment.
[6] The striker of a cable railway may exceed the rolling stock gauge due to the need to contact the
touch levers installed on the ground in order to ensure position detection.
59
(4) [Basic Item] 4 of the Approved Model Specification describes the widening of rolling stock gauge
on a curve.
[1] When investigating the widening amount on a curve, it is necessary to consider the wheel base,
distance between two bogies and overall length and width of the car body. It is also necessary to
consider the widening amount for the construction gauge.
2. Details on deletions and changes from the former Ministerial Ordinance when the new technology
standard was established, and subsequent revisions
(1) Regarding “Paragraph 2 of Article 168” of the former regulation of railway construction
With regard to the rolling stock gauge on a curve, the regulation of railway construction stipulated
that it “shall be tilted in line with the cant”, but this is normally a predicted state when considering
the rolling stock gauge. Therefore, it was judged to be sufficient to describe only the effect of the
displacement or deviation on the rolling stock, and the relevant rolling stock gauge is not stipulated
in the Approved Model Specification.
(2) Regarding “Paragraph 2 of Article 42” of the former regulation of Shinkansen railway construction
With regard to the rolling stock gauge on a curve, the former regulation of Shinkansen railway
construction stipulated that numerical values of the construction gauge shall be applied mutatis
mutandis. However, the entry of specific numerical values has been deleted so that future
technologies can be introduced in response to the individual circumstances of line sections.
3. Definition of terms, coverage None
III. Related data

1. Past circumstances None
2. Design philosophy
(1) Examples of regular railways not subject to the rolling stock gauge in Figure 3 and Figure 4 of the
Approved Model Specification are as follows.
- Underground structure railway
- Linear motor railway
- Railway with a gauge of 0.762 m
- Railway for which a non-electrified tunnel section was converted for electrification adaptable
equipment
- Other railways recognized as having a valid reason
(2) Calculation examples for widening the amount of construction gauge on a curve are shown below.
However, with regard to the construction gauge on a curve except in the case of a platform,
widening based on displacement is not required when the displacement has a sufficiently smaller
radius than the space for the rolling stock gauge in the case of an regular railway (excluding
Shinkansen) and special railways (excluding track-less electric vehicles) and when the radius is
2500 m or more in the case of Shinkansen.
60
[1] Displacement toward the inside of the curve W1
[2] Displacement toward the outside of the curve W2
In this formula, L0, L1, L2, B, R, W1 and W2 represent the following values, respectively. L0: Wheel
base (m), L1: Distance between two bogies (m), L2: Overall length of car body (m), B: Overall
width of car body (m), R: Radius of curve (m), W1: Displacement toward inside of curve (m), W2:
Displacement toward outside of curve (m)
(3) On the outside of the circular curve end (the point where the relevant transition curves are
connected if both transition curves are directly connected; same as above) to the transition curve
end (the relevant circular curve end if there is no transition curve), the construction gauge in a
section equivalent to the maximum length of the rolling stock traveling on the relevant line shall be
the value obtained by reducing the numerical values to be added in the relevant circular curve end in
the relevant section from the above terms and by adding them to each side of the construction gauge
in a straight line.
(4) Rolling stock gauge of special railway
When designing rolling stock, the rolling stock gauge (maximum dimensions) shall be determined
in relation to the construction gauge according to the conditions of the line section.
(5) Concept when the rolling stock is tilted
With regard to rooftop equipment such as the current collector for rolling stock having a tilting
mechanism for the car body such as a tilting rail car, safe travel shall be secured when the car body
is tilted.
3. Contents of related notification None
4. Referenced standards None
5. Reference None
6. Related committee None
61
Section 2. Weight of Rolling Stock
(Limitation of Impact of Rolling Stock Imposed to Track and Structure)
Article 65. Rolling stock shall not impose the impact that exceeds the capacity of track and structure.

None
[Explanation]
I. General
1. Purport
(1) This section describes the conditions to be considered in determining axle load and axle
arrangement of the rolling stock.
2. Relationship between Ministerial Ordinance and Approved Model Specification None
II. Particulars
1. Explanation of Approved Model Specification (Ministerial Ordinance)
(1) A structure such as a bridge is designed in consideration of train load, speed of operation, passing
tonnage, bearing capacity of the roadbed, change in temperature, etc., and the rolling stock shall not
impose any impact that exceeds the capacity of the relevant structure.
(2) On conventional lines, too, live load such as K-value and KS-value in consideration of mainly
locomotives, and M-value mainly for electric cars, are determined as an internal rule of the relevant
Division. Additionally, private railways determine the bearing capacity of the track according to
their respective circumstances.
(3) In a guide-rail system railroad, the fully loaded weight, which is the total of the tare and loaded
weight when full, is determined to be 18 tons or less in the “Standardization of the new
transportation system and its basic specifications” (Japan Transportation Planning Association,
March 1983). The reason for this is as follows. The tare is assumed to be approximately 11 tons
because it is approximately 10.5–10.8 tons when unmanned operating equipment is installed as an
introduction example. The loaded weight when full is approximately 6.6 tons because 110
passengers can be loaded at the maximum in an interior space that has a capacity of 75 passengers
and 60 kg is assumed per person. The fully loaded weight of 18 tons is determined as the upper limit
based on the above. In terms of allowable load of tires, this corresponds to an allowable load of 4.5
tons per wheel in this specification, which is considered to be a reasonable value judging from the
performance of the current tires.
2. Details on deletions and changes from the former Ministerial Ordinance when the new technology
standard was established, and subsequent revisions
(1) Regarding “Article 44” of the former regulation of Shinkansen railway construction
With regard to “No impact greater than N standard live load and P standard live load (P standard
live load for electric passenger trains) shall be imposed with respect to tracks and bridges”
62
stipulated in Article 44 of the former regulation of Shinkansen railway construction, this was
deleted because it was no longer necessary to specify specific numerical values due to the fact that
the weight of the rolling stock moves in the direction of weight reduction, that the length of a train
and wheel base do not match the current status and that the method of studying the strength of the
track and structure has improved in consideration of the higher speed of rolling stock and the
increase in the density of trains.
III. Related Data

(1) For reference, the concept of N-load and P-load is shown below (according to a report by the
Shinkansen Construction Standard Investigation Committee).
[1] N-load
N-load is determined in consideration of the axle load and axle arrangement of an electric
motored freight car. Axle load in terms of rolling stock design is 15 tons, but the axle load was
determined to be 16 tons with respect to a bridge in consideration of the difference from the
axle load of the actual rolling stock.
On the other hand, because the number of loading times of an electric train load is more than
that of a locomotive load, it is necessary to consider a decrease in the allowable stress or the
load factor stipulated in steel railway bridge design specifications.
However, decreasing the allowable stress uniformly decreases the allowable stress not only for
the live load but also for the dead load, which is irrational. In addition, changing the allowable
stress by structure and component in the design is quite complicated and the allowable stress of
a structure can be unclear. Therefore, allowable stress remains as it is for convenience and the
load is increased proportionally for design calculation.
In consideration of the effect due to repetition of load, to provide substantial durability to a
bridge, this extra increase shall be 125‰ and the value obtained by multiplying the standard
live load by 1.125 as a load factor shall be the design live load.
[2] P-load
Because an electric passenger train has the same axle load as an electric motored freight car but
has a different axle arrangement, a substantial difference in the effect on a bridge is created. As
a result, this load was determined to be used for lines exclusive to passengers.
In Shinkansen, high-speed operation is anticipated. From the viewpoint of running safety and
the ride comfort of passengers with respect to electric passenger trains, the bend angle on the
rail surface in an abutment bridge pier must be restricted. Therefore, with respect to a bridge
designed using N-load, it is necessary to check the deflection of the bridge using P-load.
3. Contents of related notification None
4. Referenced standard None
5. Reference None
63
6. Related committee None
N-load
Axle
load
( it
Length
(unit:
)
P-load
Axle
load
( it
Length
(unit:
)
64
(Stability)
Article 66. Rolling stock shall be able to maintain a safe and reliable operation under any conceivable
operational conditions including the track stability.
2 Rolling stock shall be of the stable structure that will not cause overturn when stopped or stalled at
curved track.

(Basic Items)
1 Rolling stock shall be capable of ensuring stable travel even under the conditions indicated below.
(1) Passenger loading conditions, etc. (From empty car to maximum load capacity)
(2) Travel conditions (Travel speed, acceleration, deceleration, etc.)
(3) Wheel wear, etc.
(4) Atmospheric conditions, such as wind, rain, etc. (however, does not include times of disaster)
2 Passenger cars for regular railways, freight cars using bogie having truck frames with the same high
torsional rigidity as passenger cars for regular railways, two-axle freight cars with the same high
torsional rigidity of car bodies for regular railways and cars having the same structure as these cars
shall determine the appropriate ratio of wheel load unbalance (the ratio with one-half the axle load
removed from the wheel load acquired by actual measurement, when the car is empty) (for two-axle
freight cars and cars having the same such structure, the ratio of difference of the diagonal average
wheel load acquired by actual measurement with the average wheel load removed), and shall be
controlled by this. In addition, the rolling stock shall have a structure by which adjustment of the
ratio of wheel load unbalance can be easily performed.
3 The rolling stock, when stopped on a curved track, shall not be tipped over by forces acting on the
inside of the curved track. Moreover, the rolling stock, when passing through a curve at high speed,
shall not be tipped over by forces acting on the outside of the curved track.
(Track-less electric vehicles, Magnetically guided railways)

4 These shall be as shown below, without the main items being applied.
(1) The sum total of the load on the contact section of the steering wheel when the car is in the
empty [or] loaded car condition shall be 20% or more of the respective empty weight [or]
loaded car weight. Moreover, this [requirement] shall be satisfied when the rolling stock is in
the coupled condition.
(2) When in the empty condition, the rolling stock shall not tip over when tilted 35 degrees to the
right or left side respectively.
65
[Explanation]
I. General
1. Purport
(1) This paragraph provides the requirements for running stability of rolling stock without overturn,
derailment or other accidents during normal operation.
(1) With respect to running stability, the Ministerial Ordinance describes the control of the ratio of
wheel load unbalance from the viewpoint of the prevention of overturn and derailment from a
curved track. For track-less electric vehicles and magnetically guided railways, different
requirements are specified in the Approved Model Specification due to the structural differences
from other types of vehicles.
II. Particulars
(1) [Basic Item] 1 of the Approved Model Specification describes the securing of vehicle running
stability.
[1] In the requirements set forth in (1) through (4), items that require minimum consideration for
securing running stability are also described.
[2] Wear of wheels, etc. referred to in [Basic Item] 1 of the Approved Model Specification implies
the need to take into account the relevant status within the maintenance standards with respect
to height, angle and thickness of tyre flange, etc.
[3] In designing vehicles, consideration is required to ensure that they do not overturn when
subjected to a maximum instantaneous wind speed specified as the rule for operation in strong
winds (normally 30 m/s, although this can vary depending on railway operators and line
sections).
(2) In [Basic Item] 2 of the Approved Model Specification, is described the control of the ratio of wheel
load unbalance which was considered necessary as a recurrence preventive measure in response to
the Derailment and crash accident in Nakameguro station on Teito rapid subway Hibiya line on
March 8, 2000.
“Freight vehicles using bogie having truck frames with the same high torsional rigidity as passenger
cars” are within the category of freight-train cars using bogies that are the same in structure as those
of passenger-carrying cars, such as electric-motored freight cars and some low floor flat cars.
Freight-train cars, etc., using bogies of a flexible structure that easily adjusts to the torsion of the
track surface, such as three-piece trucks, are not included.
Also, two-axle boxcars, two-axle tank cars and two-axle hopper cars belong to the category of
“Two-axle freight vehicles with the same high torsional rigidity of car bodies”, and “cars having the
same structures as these cars” include Special kind cars, etc., having a similar structure.
It is considered as a standard that the appropriate ratio of wheel load unbalance is within 10% for
newly built vehicles.
66
(3) In [Basic Item] 3 of the Approved Model Specification, design considerations are described for
ensuring that vehicles do not overturn when they are stopped on a curved track and during assumed
high-speed running on a curved track. Also, it is noted that in designing vehicles that have a high
center of gravity and are lightweight, stability against side winds or the like should be taken into
consideration.
2. Details on deletions and changes from the former Ministerial Ordinance when the new technical
standards were established, and subsequent revisions
(1) Specification for Shinkansen axle load
The former relevant Ministerial Ordinance specified that the axle load of Shinkansen cars at a stop
be 17 tons or less for locomotive and electric cars and 16 tons or less for other vehicles. Under the
present circumstances, however, where the axle load of vehicles shows a tendency toward reduction
reflecting the increase in train speed, train density and environmental concerns, the specification of
axle load lost its significance and was eliminated.
(2) The implementation of the ratio of wheel load unbalance control was added for freight vehicles
using bogie having truck frames with the same high torsional rigidity as passenger cars for ordinary
railways, two-axle freight wagons with the same high torsional rigidity of carbodies for ordinary
railways and vehicles having the same structure as these cars. (Partial revision of Approved Model
Specification on August 11, 2004)
3. Definition of terms, coverage
(1) Ratio of wheel load unbalance
Ratio of wheel load unbalance is the value obtained from the wheel load of the wheel on one side as
measured in a vehicle at rest divided by the average wheel load of that axle. However, for two-axle
freight cars and vehicles having a structure similar to that of two-axle freight cars, it refers to the
value obtained from the difference between the diagonal average wheel loads divided by the
average wheel load that is conventionally implemented.
III. Related Data

1. Past circumstances
(1) Train derailment and falling accident caused by strong winds on the Amarube Railway Bridge on
the San-in Line (December 28, 1986)
An deadheading train running at about 50 km/h on the Amarube Railway Bridge between Yoroi and
Amarube on the San-in Line was derailed and fell off the bridge from a height of 41 m and
destroyed a marine product processing factory and private houses down below, leaving behind the
locomotive and passenger cars 1, 2 and 6.
(2) Train collision accident as a consequence of multiple-factor derailment of freight train at Tsurumi
on the Tokaido Line (November 9, 1963)
While a downbound freight train was running at about 60 km/h between Tsurumi and Shinkoyasu
on the Tokaido Line, a Wara 501 boxcar, which was the 43rd car from the train head, was derailed
to the left of the running direction, followed by the next two cars, obstructing the upbound line.
Immediately after this happened, a train running on the passenger upbound line collided with the
67
obstructing freight train and three of its cars were derailed. Then, the first derailed car collided with
the 4th and 5th cars of a downbound train advancing at the same hour, causing severe damage. The
investigation findings were that a multiple factor was responsible for the initial freight train
derailment. Incidentally, in view of the seriousness of this accident, a technical expert investigation
committee was organized to work out preventive measures against recurrence of multiple-factor
derailment of freight car.
(3) Derailment and crash accident in Nakameguro station on Teito rapid subway Hibiya line (March 8,
2000)
This is an accident in which the car at the rear of a passenger train running along a sharp curve at a
low speed was derailed in the yard of Nakameguro Station on the Eidan Subway Hibiya Line and
collided with the front side of the 5th and 6th cars of a train running in the opposite direction.
Following this accident, the control of the ratio of wheel load unbalance was put into practice.
2. Design philosophy None
3. Contents of related notifications
(1) Notification after the Derailment and crash accident in Nakameguro station on Teito rapid subway
Hibiya line (Page 378)
[Notification from Railway Bureau Director-General] (Extract)
Following up on the final report on the Derailment and crash accident in Nakameguro station on
Teito rapid subway Hibiya line, instructions were given to promptly implement the following
measures.
- Control of vehicle’s static wheel load (Efforts should be made to attain a target of 10% in control
value of the ratio of wheel load unbalance on each type of vehicle.)
- Twist control
- Optimization of rail-grinding geometry
- Change of wheel flange angle
- Provision of check angle or anti-derailing guard (To be provided at a curve below 1.2 in
estimated Y/Q ratio)
[Concept of estimated Y/Q ratio]
For details, refer to the “Investigation report on the Derailment and crash accident in Nakameguro
station on Teito rapid subway Hibiya line”
Regarding the estimated Y/Q ratio, the formula shown below was used as an evaluation indicator of
the margin against flange climb derailment, that is, if curved rails show an estimated Y/Q ratio of
1.2 or more, they are considered to have a certain level of margin against derailment:
Estimated Y/Q ratio = Critical Y/Q / Y/Q based on estimation formula for wheel load and lateral
contact force (estimated Y/Q)
While the margin against flange climb derailment varies with the type of vehicle and track
parameters, the degree of margin against derailment is estimated by this method according to
technical data on the vehicle (axle spring constant, secondary suspension constant, flange angle,
68
etc.) and track parameters (gauge, cant of curved portion of track, cant transition magnification,
etc.).
Analysis shows that the process of occurrence of flange climb derailment can be roughly divided
into two phases.
(a) A train running on a sharply curved track has the tread of its outer rail side wheel lifted off the
top surface of the rail, bringing the inclined portion of the wheel flange into contact with the
rail due to the flange angle.
(b) Furthermore, the point of contact between the wheel flange and the rail gradually shifts toward
the top edge of the wheel flange and the wheel climbs onto the rail, eventually to be derailed.
In the report, the critical derailment coefficient in phase (a) is indicated.
(2) [Notification from Railway Bureau Director] (Extract) (Page 379)
To follow up on the Notification from Railway Bureau Director-General above, handling
instructions were issued in written form. Rolling stock-related items are as summarized below.
- Before the wheel flange angle is changed, all possible questions on its management and control
will be identified and clarified to prevent problems from arising.
- In setting control values, etc., reports on the change in the memoranda for vehicle maintenance
and track maintenance, etc. shall be submitted as required.
- When the estimated Y/Q ratio is calculated, if this calculation is considered inappropriate
because the bogie is of a specific structure (steering bogie or swing bolster hanger type bogie,
etc.) or for other reasons, a report to such effect shall be submitted giving the reason and a
counterproposal.
- In future, when a measurement of wheel/rail contact forces is conducted prior to the introduction
of a new type vehicle or commencement of new line operation, it shall be carried out together
with a train test focused on the wheels that are smallest in axle load in the test train set running
at a low speed along the transition curve on the exit side of a sharp curve, in addition to
conventional tests.
(3) Derailment preventive measures for freight cars, etc., while running along a sharp curve at low
speed (Page 382)
[Notification from Railway Bureau Director-General] (Extract)
In response to the review and study meeting report on wheel climb in a low speed range on a sharp
curve, instructions were given to implement the following measures.
- Optimization of rail-grinding geometry
- Static wheel load control on vehicles (addition of vehicles subject to control)
- Provision of check angle (addition of vehicles subject to calculation of estimated Y/Q ratio)
[Measures intended for freight cars, etc.]
In the “Investigation report on the Derailment and crash accident in Nakameguro station on Teito
rapid subway Hibiya line”, problems requiring greater efforts to enhance safety were pointed out.
Based on the results of the review and study meeting established to address such problems, it was
decided that the ratio of wheel load unbalance control will be introduced for freight cars, etc. that
have high torsional rigidity bogie frames as is the case with passenger-carrying cars.
69
(4) [Notification from Railway Bureau Director] (Extract) (Page 383)
Following up on the Notification from Railway Bureau Director-General above, handling
instructions were issued in written form. Rolling stock-related items are as summarized below.
- After any modification is made that may affect static wheel load, actual measurements shall be
conducted to confirm freedom from problems with static wheel load.
- In evaluating the measurement data of wheel/rail contact forces, safety evaluation by wheel load
decreasing rate shall be applied.
4. Reference standards None
5. References
(1) History of Critical Railway Accidents Grand Prix Publications
(2) Fact-finding Report on Train Derailment and Collision Accident in the Yard of Nakameguro Station
of the Teito Rapid Transit Authority Hibiya Line
(3) Inquiry Committee Report on Prevention of Flange Climb Derailment, etc., within a Low Speed
Range on Sharp Curves (A report by the inquiry committee set up to address challenges identified in
the report in (2) above)
6. Related committees
(1) Accident investigation and review committee (organized in the wake of the Derailment and crash
accident in Nakameguro station on Teito rapid subway Hibiya line)
(2) Inquiry committee for Prevention of Flange Climb Derailment, etc., within a low speed range on
sharp curves (organized in connection with 5. (3) above)
70
Section 3 Running Gear of Rolling Stock, etc.
(Running Gear, etc.)
Article 67. Running gear, etc., shall comply with the following standards:
(1) The wheels of a running vehicle shall not damage the track;
(2) The axles shall be arranged appropriately without imposing any problem for a train to negotiate the curve
of the minimum radius of the line on which it is supposed to run;
(3) The suspension system shall have sufficient capacity to withstand the shock from the track;
(4) The front part of the leading vehicle of a train shall be equipped with the device to remove any obstacle left
on the top of the rails;
(5) In addition to the paragraphs prescribed above, the running gear, etc., shall be made robust with sufficient
strength and shall be able to secure safe and stable vehicle operations.

VIII-3 Relating to Article 67 (Running Gear, etc.)
(Basic Items)
1 The running gear, etc., shall have a structure with sufficient strength, rigidity, etc., to withstand applied
loads, vibration, etc., and shall be able to secure safety in regard to rolling stock derailment, etc., and
stability towards significant hunting motion, etc. In this case, "running gear, etc.," in addition to bogie
devices, includes the following: obstacle deflectors (those attached to the bogie), suspension devices,
guidance devices, stability devices, etc.
2 The wheelset arrangement and wheelset mounting structure and the structure of such other rolling stock
parts shall be as follows:
(1) Shall be capable of passing through the minimum curve radius on the section of track to be traveled;
(2) Rolling stock having a wheelset structure with steering characteristics shall have anti-vibration
characteristics;
(3) Shall be capable of passing through turnouts, check rails and other such guard rails, etc., without causing
damage;
(4) The dimensions of the wheelbase of the rolling stock, wheels, etc., shall be as shown in the following
table and shall meet these numerical values even when the wheels are worn. However, this does not apply
when derailment will not easily occur owing to the structure of the rolling stock, track, etc.
(Unit: Millimeter)
Type Regular Railways Shinkansen
Type of Gauge 762 1067 1372 1435 1435
Item
a: Wheel base 3050 or less 4570 or less 3500 or less
b: Wheel diameter 400 or more 680 or more 680 or more 680 or more 730 or more
71
c: Wheel rim width 102 or more 120 or more 120 or more 120 or more 120 or more
and and and and and
127 or less 150 or 150 or 150 or 135 or less
less less less
d: Distance between 695 or more 989 or more 1296 or more 1359 or more 1358 or more
inner surfaces of pair and and and and
wheel rims 700 or less 994 or less 1301 or 1364 or 1363 or less
less less
e: Tire Flange height 22 or more 25 or more 25 or more
and and and
30 or less 35 or less 35 or less
f: Distance from center 400 560 714 743 745
line of wheel pair to
wheel tread
Note 1. On the Shinkansen, the distance from the center line of the wheel pair to the outer surface of the
flange shall be 704 mm or more to 714 mm or less at 10 mm below the wheel tread at a distance of
745 mm from the center line of the wheel pair.
Note 2 The wheel diameter for linear motor propelled subway cars shall be 610 mm or more and 660 mm
or less at the time of manufacture, with an operating limit of 570 mm or more.
Note 3: Refer to the following figures for details for a through f.
Center line of wheel

pair
72
a: Wheel base
b: Wheel diameter
c: Wheel rim width
d: Distance between inner surfaces of pair wheel rims
e: Tire flange height
f: Distance from center line of wheel pair to wheel tread
3 The suspension devices shall have sufficient capacity and stability against shock from the track and when a
suspension device with air springs is used, it shall be as follows:
(1) Air reservoirs with sufficient capacity shall be provided;
(2) The car body shall be safely supported even if an air leak of significantly affecting spring characteristics
were to occur;
4 An obstacle deflector (including a snow plow, etc., that can remove an obstacle on the rail head), shall be
the front part of the leading vehicle, and the gap between the bottom edge of the obstacle deflector and rail
head shall be appropriate for enabling obstacles to be removed from the upper surface of the rail head.
(Straddled type monorail/suspended railways, track-less electric vehicles, cable railways, levitation
railways)
5 Shall be as shown in the Basic Items. However, the table in Basic Item 2, and Item 4 does not apply.
(Guide rail type railways)
6 Shall be as shown in the Basic Items. However, the table in Basic Item 2 does not apply.
[Explanation]
I. General Discussion
1. Summary
(1) This paragraph relates to the items that have been stipulated about the functions deemed to be
necessary for safe and stable travel in regards to the devices the rolling stock uses for traveling.
2. Relationship between the ministerial ordinance and the interpretive criteria.
(1) In regards to "shall be robust and have sufficient strength" etc., stipulated in the Ministerial
Ordinance, Interpretative Criteria (Basic Items) 1 defines the contents to be considered when
designing running gear, etc., and defines "Running Gear, etc."
(2) In regards to "wheelset arrangement" etc., Interpretative Criteria (Basic Items) 2 indicates the
design policies to be considered for travel stability.
II. Details
1. Commentary about the Interpretative Criteria
(1) Interpretative Criteria (Basic Items) 1 describes the basic functions that should be provided by the
running gear.
① The Interpretative Criteria describes the items to be considered when designing for "with
sufficient strength, rigidity, etc. to withstand applied load, vibration, etc." and "safety in regard
to rolling stock derailment, etc."
② "Hunting motion, etc." includes running into wrong track.
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③ While running safety, running stability, vibrational ride quality, etc., are among the items to be
considered when designing bogies, the "investigative reports relating to the prevention of
flange climb at low speed on sharp curves,"show that there is a need to take into account the
various factors for increasing running safety when passing through curved sections of track,
and from the standpoint of passing through sharply curved sections of track, there is a particular
need to prevent wheel unloading of the outside wheel. Accordingly, when selecting the
characteristics for the air springs and primary springs, investigation of tracking performance in
relation to rail twisting is deemed as important in addition to running stability and vibrational
ride quality, so this section is arranged by the items to be considered when designing bogies.
(III Related Data, 2 Design philosophy, (4) shall be referred)
(2) Interpretative Criteria (Basic Items) 2 describes the wheelset arrangement and wheelset mounting
structure, and the structure of other rolling stock parts.
① When designing, there is a need to consider the section of rails track of sections to be used,
including slack.
② Wheelbase is the horizontal distance between the centers of axles that are the front-most and
rear-most positions in a single unbending frame (including a bogie frame).
(3) Interpretative Criteria (Basic Items) 3 describes the functions that should be provided by the
suspension equipment.
① "The carbody shall be safely supported" includes providing a stopper etc. in the air spring and
the ability to maintain a determined height even if air leakage were to occur.
② If an air spring is used, it is required to realize its role as a spring even when the vehicle is fully
loaded.
③ If an air spring is used, there is a need to investigate how the rolling stock will be safely
supported even if it is put into conditions such as 3-point support during travel.
(4) Interpretative Criteria (Basic Items) 4 describes the functions that should be provided by the
obstacle deflector.
① On ordinary railways, the deflection of small foreign materials (stones, etc) is being assumed
② Since it is rare for foreign materials to exists in railways with underground construction, it is
still good to have an obstruction deflection based on this condition.
③ As Shinkansen trains have high travel speeds, it is necessary to provide an obstacle deflector
that has sufficient strength that is greater than that of obstacle deflectors on ordinary railways.
④ New transportation systems using unmanned operation are equipped with obstacle deflectors
and obstacle detectors.
⑤ There is no requirement to have extend the front-most part deflector function to trains when the
push operation is temporary, such as a switchback.
2. History of revisions following the deletion/revision and/or establishment of technical standards in the
former ordinances when new technical standards were established.
(1) The description relating to slack was deleted, because it was considered to be included in the
consideration of lateral pressure.
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(2) In regards to the obstacle deflector, this was to be provided on "the front-most part of a train on the
rolling stock having a driver’s cab (including an operator's seat that provides the equivalent)."
However, as it is appropriate to provide this on the front-most part of the train, regardless of
whether there is a driver’s cab or not, the stipulation referring to the driver’s cab was deleted.
(3) While wheelset arrangements that enable passing through "a curved track with a radius of 100 m"
was stipulated in Article 172, paragraph 1, item 1 of the former Ordinary Railways Structure
Regulations and "a curved track with a radius of 200 m" was stipulated in Article 46 of the former
Shinkansen Railways Structure Regulations. However, in consideration of the differences in track
and equipment conditions among railway operators, this stipulation was deleted as it is acceptable if
passage can be made through the section of track having the minimum radius based on the
respective investigation.
III. Related Data

1. Past history - none
(1) Regarding obstacle deflectors when using linear propulsion systems.
A linear propulsion system attains its travel force through the magnetic force between the linear
motor and the induction plate. The gap between the linear motor and the induction plate is
extremely small and therefore an obstacle deflector is an absolute requirement, even for railways
with underground construction.
(2) History and unification of flange height (e) and distance from center of a wheel pair to the wheel
tread (f), which were different between the former Japanese National Railways and other railways.
Stipulations relating to wheel dimensions for the old Japan National Railways and private railways
became different due to the differences in the process during design stages (former Japanese
National Railways rolling stock bureau and manufacturers). However, with the revisions to the
Ordinary Railways Structure Regulations in October, 1989 these were unified and have been
continued as the current stipulation.
(3) In order to improve the steering performance of bogies, recently the use of arc profile wheel treads
instead of conical profile has increased.
(4) Regarding investigative reports (summaries) relating to preventing flange climb derailment, etc., at
low speeds at sharp curves in the track.
The items that should be considered when designing a bogie according to "investigative reports
relating to preventing flange climb derailment, etc., at low speeds at sharp curves in the track," have
been organized as follows. Refer to the specific report for details.
(A) The vertical support rigidity of the axle box and the vertical spring constant of the air spring
shall satisfy the minimum estimated derailment coefficient of 1.2 when traveling at low speed
on sharp curves.
(B) Primary suspension strain shall be the allowable value or less when the car is empty or full.
(C) The height of the carbody floor during the full car condition shall satisfy the allowable height
difference between the carbody floor and the platform.
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(D) The supporting rigidity of the axle box support shall be a value at which the wheelset will not
interfere with the bogie frame, etc., during traveling.
(E) The critical hunting speed shall have a sufficient margin in relation to the maximum revenue
service speed.
(F) The vibrational ride quality shall be good.
(G) The steady lateral acceleration shall be the guideline value or less when passing through a
curved track at revenue speed.
3. Description of related notifications
(1) Regarding derailment countermeasures when freight cars, etc., are traveling at low speeds on sharp
curves. (Refer to page 382)
"Ministerial notifications" (Excerpt)
Based on the report of the investigative committee relating to the prevention of flange climb
derailment, etc., at low speeds at sharp curves, it was directed that the investigated results should be
referred for designing and managing of rolling stock and track.
4. Reference Standard - None
5. Reference documents
(1) Investigative report on the derailment accident at the Naka-Meguro Station on the Tokyo Metro
Hibiya Line.
(2) Report of the investigative committee relating to the prevention of flange climb derailment, etc.
(Report by the investigative committee established to investigate future topics in the report
indicated in (2))
6. Related commitees, etc.
(1) Accident investigation committee (Investigative committee set up for the derailment accident on the
Tokyo Metro Hibiya Line.)
(2) Investigative reports relating to preventing flange climb derailment, etc., at low speeds at sharp
curves in the track (Investigative report based on 5 (2)).
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(Power Generation and Related Equipment)
Article 68. Power generation and related equipment shall conform to the facilities and shall be able to
withstand the train operation.
2. The electrical equipment with electric circuits of the rolling stock shall conform to the following standards:
(1) Shall not pose any risk for insulation breakdown, electric shock caused by electric mixture, and fire;
(2) Shall not pose the obstruction caused by induction effect to other electrical equipment with electric circuits
used for railway operation;
(3) Shall have the power collection equipment with the capability of following the overhead contact line;
(4) Shall be able to lower pantographs all together from the crew cabin. Can be exempted from this rule,
however, for such exceptional cases like trains being hauled by multiple locomotives;
(5) Shall be free from fire hazard caused by the arcs from pantographs being lowered;
(6) Shall be free from the overheated combustion loss caused by the over current;
(7) Shall be able to maintain the safety of the circuit against the invasion of extraordinary high voltage;
(8) Shall be able to stop forcibly the power supply to the contact line in case of abnormality of the rolling stock
running in the high voltage section.
3. Rolling stock engines with internal combustion and steam shall comply with the following standards:
(1) Shall be protected from the abnormal overheating by appropriate protective measures;
(2) In steam combustion, shall be able to prevent fire caused by sparks and ashes exhausted from engines;
(3) Shall have walls and floors, etc., installed to protect ignition caused by the heat of engine;
(4) Shall be equipped with fuel device capable of preventing fuel leak and ignition;
(5) Shall be equipped with exhaust pipes that has the structure capable of preventing risk to passengers and
trouble to other equipment caused by the exhaust gas and heat.

VIII-4 Relating to Article 68 (Power Generation and Related Equipment)
(Basic Items)
1 The power generation and related equipment shall conform to the facilities and shall have a structure that is
capable of generating and transmitting sufficient power to satisfy operating conditions. In this case, the
"power generation system" shall include all of the following devices:
(1) Devices that generate the power for travelling (in case they have electric braking device including electric
braking force);
(2) Devices that transmit the power that has been generated;
(3) Devices that directly control the extent of the power to be generated;
(4) Current collection devices;
(5) Auxiliary power supply devices necessary for the generation of main power, such as auxiliary power
supply equipment and auxiliary rotating equipment, etc.;
(6) Equipment electrically or mechanically connecting the above-referred devices.
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2 The electrical circuits for the electric facilities for the rolling stock shall be as indicated below.
(1) The function and structure of the electric facilities (including electric wires) shall be as shown below:
[1] There shall be no risk of electrical shock or fire due to the breakdown of insulation, etc.;
[2] There shall be no risk of being easily touched by persons other than the operator;
[3] Electric wires shall be as shown below;
(a) Sections that may be damaged by sliding, vibration, etc., shall be protected.
(b) There shall be no risk of rain water entering into the service inlet ports and service outlet ports for
protective piping and equipments.
(c) Wires with different voltages shall not be inserted into the same protective piping. However, this does not
apply to the wiring in the said protective piping when the wires being used have an insulating effect that
is equal to or better than the standard for the insulated wire with the highest one of the voltages being
applied to the said wires.
[4] There shall be no risk of other electric circuits being damaged by induction effect (limited to facilities
provided for use by the railway operator and items provided on the rolling stock).
[5] The pantograph shall have the tracking performance for the contact line on the section of the electric
railway where it will be used, and shall be as shown below.:
(a) On electric vehicles comprising a train, the pantograph shall be capable of being completely lowered all
together by an operation from the crew cabin;
(b) The mounting part for the pantograph on passenger trains operating on sections of track electrified by
direct current shall have double insulation;
(c) The pantograph on rolling stock collecting extremely high-voltage alternating current (voltage exceeding
7000 V, hereinafter the same) shall be capable of being raised by mechanical force, such as by springs.
Here, mechanical force includes that generated by pneumatic pressure;
[6] Rolling stock collecting extremely high voltage alternating current shall not be capable of lowering the
pantograph without turning off the main circuit. However, this does not apply to the lowering of some of
the pantographs when there are multiple pantographs connected by a bus line.
(2) The following devices shall be provided on the main circuit:
[1] An automatic circuit breaker and a manually operated cut-off switch capable of maintaining the circuit in
the open position shall be provided near the current collector device (the battery in the case of battery
locomotives and battery railcars. However, this does not apply to rolling stock receiving its power supply
by way of the said circuit from another car having a circuit provided with the automatic circuit breaker
and cut-off switch. Furthermore, the cut-off switch may be eliminated from rolling stock which collects
extremely high voltage alternating current;
[2] Electric locomotives, etc., equipped with pantographs (however, excluding trackless electric vehicles
(trolly buses)) shall be provided with an arrestor at a location near the pantograph;
[3] Electric locomotives, etc., operating on sections of track where the electric system and/or the standard
voltage used on the route differs from that on other sections of track shall be equipped with a device at a
position near the current collector to protect the electrical equipment when entering a section of track
where the electric system and/or the standard voltage used on the route differs.
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(3) The main circuit for rolling stock collecting extremely high voltage alternating current shall be equipped
with a protective grounding switch at a position near the pantograph.
(4) The following devices shall be provided on the power supply side of electric circuits other than the main
circuit:
[1] Fuses (including non-fused circuit breakers, etc., having equal or greater performance.) However, this
excludes rolling stock receiving its power supply by way of the said circuit from another car having a
circuit equipped a fuse;
[2] Switches on power supply circuits for electric conversion devices such as electric generators, static
inverters, etc., and motors for pneumatic compressors, etc. However, excluding the power supply circuits
for electric motors, etc., of air compressors receiving their power supply from electric power conversion
devices equipped with switches.
3 The engines, etc., for rolling stock shall be as shown below:
(1) A device that stops the engine when the lubricating oil pressure drops shall be provided;
(2) A device that stops the engine or unloads to the engine when the coolant water temperature rises shall be
provided;
(3) The fuel tank and its piping shall, as far as possible, have a structure that prevents leakage from the
piping, etc. (This means a structure in which the lubricating pump is installed inside the oil pan, a
structure in which the oil pressure switches and oil pressure sensors are installed directly to the engine
and a structure that minimizes other external piping, etc.);
(4) The fuel pouring port and gas vent of the fuel tank shall be of a structure such that fuel will not leak due
to the pitching of the rolling stock, shall be isolated from the opening of the exhaust pipe and equipment
that can generate arcing, and shall not open to the inside of the vehicle.
(5) The exhaust pipe shall not be laid inside the passenger room. However, this does not apply when a
protective plate or other such measures have been taken.
(6) The contact or the emission of exhaust gas etc., shall not ignite a fire in the internal combustion engine
locomotive or its cargo, etc., and shall not impede the function of the brake equipment, electric equipment,
etc.;
(7) Vehicles used under conditions where there is a risk that the exhaust pipe may overheat, such as vehicles
that are required to idle for extended duration of time and vehicles that are used on sections with
continuous gradient, etc., does be equipped with an oil bath and drain plug at the bottom of the silencer.
However, this does not apply to the vehicles, manufactured prior to April 1, 1990, that do not remodel
their exhaust pipes, etc.;
(8) Vehicles in (7) above shall be provided with a device for detecting the temperature of exhaust gas. (This
means that a device for indicating when the temperature of the exhaust pipe has become abnormally
overheated shall be provided in the crew cabin.) However, this does not apply to the vehicles
manufactured prior to April 1, 1990;
(9) Fuel devices using compressed natural gas as fuel shall be as shown below;
[1] Gas containers, excluding those mounted outside the carbody, shall be separated from a passenger room
for sitting or standing passengers by an airtight bulkhead, and shall be mounted at a location
well-ventilated to the outside of the carbody;
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[2] Gas containers and piping shall be securely mounted so as to prevent movement and damage; sections
that may be damaged shall be protected by the appropriate covering;
[3] For gas containers and piping that could be significantly affected by heat from the exhaust pipe, silencer,
etc., an appropriate heat-resistant device shall be provided;
[4] The piping shall be fiber-reinforced resin piping, annealed steel piping or copper piping. However,
oil-resistant rubber piping may be used for low-pressure sections;
[5] Piping fixed at both ends (excluding oil-resistant rubber piping) shall be bent at a suitable section midway,
and shall be supported within every one meter of length;
[6] High-pressure gas piping shall bear 1.5 times the gas charging pressure of the gas container;
[7] The main stop valve shall be provided at a location that is easy for the crew to operate; the gas charge
valve shall be located near the gas charging port;
[8] A pressure gauge indicating the input port pressure of the first reduction valve shall be provided;
[9] A safety device that can effectively prevent a substantial rise in pressure on the low-pressure side shall be
provided. However, this does not apply to a final reduction valve on the low-pressure side that releases to
atmospheric pressure;
[10] Safety devices shall be mounted so as to not to spout gas into the vehicle.
(Steam locomotives)
4 The items other than those shown in the Basic Items shall be as shown below:
(1) Two or more independently operating water-supply units and two or more safety valves shall be provided
on the boiler;
(2) Two or more separate and independent water-level gauges shall be provided on the boiler.;
(3) A melt-activated plug shall be provided on the ceiling panel of the firebox.;
(4) A pressure gauge that indicates the maximum operating pressure shall be provided.;
(5) Braces in the firebox, except for those at the top, shall be provided with a device for which all damages
can be detected from the outside.;
(6) Devices that prevent sparks and cinders from scattering shall be provided in both the fire chamber and
ash box on steam locomotives.
(Trackless electric vehicles (Trolly buses))
5 The items other than those shown in the Basic Items shall be as shown below:
(1) The mounting position of the trolley pole shall be at a height of 3.2 meters or more from the contact
surface of the wheels;
(2) The trolley pole shall enable the vehicle to deviate 2.5 meters or more in horizontal distance from directly
below the overhead contact line;
(3) The trolley pole shall have a safety device for the case when it separates from the contact line;
(4)The mounting section of the trolley pole shall be double insulated;
(5) The trolley pole shall have the tracking performance that corresponds to the contact line.
(Linear motor railways, Levitation railways)
6 In addition to the Basic Items, the onboard facilities for the power generation system shall not generate
the power that exceeds the maximum design power of the wayside facilities.
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[Explanation]
I General
1. Purport
This paragraph stipulates the items required for planning compatibility with the facilities relating to the
power generating devices, etc., of the rolling stock, the items required for ensuring the safe traveling of
the rolling stock and the items required for preventing fire and electrical accidents. Furthermore, the
prevention of fires from rolling stock electrical wires, arcing, heat-generating equipment or the smoke
stack section of the exhaust pipe of an internal combustion engine that are not presented in this
paragraph are presented in Article 83 (Countermeasures to Rolling Stock Fire).
2. Relationship between the Ministerial Ordinance and the Approved Model Specification.
(1) Approved Model Specification (Basic Items) 1 is an explanation of "the power generating device,
etc., shall conform to the facilities and shall withstand operation" stipulated in paragraph 1 of the
Ministerial Ordinance and the range of application of the power generating devices, etc., are also
shown.
(2) Approved Model Specification (Basic Items) 2 objectively indicates the standards for the electrical
facilities for the electric circuit on the rolling stock as stipulated in paragraph 2 of the Ministerial
Ordinance.
(3) Approved Model Specification (Basic Items) 3 objectively indicates the standards for the engine,
etc., on the rolling stock as stipulated in paragraph 3 of the Ministerial Ordinance. Note that (9) fuel
devices using compressed natural gas as fuel was added by the partial revision of the Approved
Model Specification dated June 30, 2003.
(4) Approved Model Specification 4 through 6 indicate the required items that should be stipulated for
the various special equipment for (steam locomotives), (track-less electric vehicles) and (linear
motor railways, levitation railways).
II Details
1. Commentary About the Approved Model Specification
(1) The "the power generating system, etc., shall conform to the facilities" in Approved Model
Specification (Basic Item) 1 means that the each of the conditions of the section of track, electrical
power, signal, communication and crossing equipment where the power generating system is to
travel are to be considered and shall not be adversely affected by the power generating device.
(2) Approved Model Specification (Basic Items) 2(1) presents the functions and structures of the
electrical facilities for the electric circuit on the rolling stock.
① Structures for preventing electrical shock to the passengers and crew and for preventing the
outbreak of fire due to the break down of insulation, etc., are stipulated. It is obvious that
electrified electrical equipment, wire connections, etc., are to be stored in a box or protected by
a guard plate so that there can be no direct contact with these items. It is necessary to take into
consideration that there is sufficient space between the equipment and the storage box or
protective plate corresponding to the voltage and that insulators and/or insulated material be
introduced as required at the mounting location of the equipment.
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② Structures for preventing unauthorized persons from touching the electrical facilities of the
rolling stock and preventing electrical shock are stipulated. Here, unauthorized persons means
persons other than the crew and maintenance staff, etc., such as passengers and station staff;
electrical facilities provided in the passenger car is to be located in a box or wall so as to not be
easily reached and require a door design with a lock, etc.
③ The "equipment for which there is the danger of arcs" and "equipment for which there is a
danger of heat being generated," which were stipulated in the former Ministerial Ordinance are
presented in Article 83 (Countermeasures to Rolling Stock Fire).
④ Wires
(A) Abnormal movement or vibration between units of equipment and connecting wires
between the bogie and carbody are at risk of their coverings being damaged by sliding
movement and vibration, and here it is stipulated that sliding movement with other
equipment is to be avoided through use of wire hangers, that lead wires extending from
electrical wires are to be supported by cleats and that protective measures are to be taken to
prevent vibration. Even secured car body wiring may be damaged by unforeseen external
forces, and so care is needed, such as using wiring ducts or placing the wires in protective
conduit. Moreover, it is stipulated that when protective conduit is used for wires connecting
to equipment outside of the car body, the inlet and outlet openings for the service line on
the equipment shall have a watertight design, and care is to be taken to prevent: shorting
inside the equipment due to the ingress of water, etc., shorting due to the deterioration of
wiring, and mis-operation, etc, due to cross fault or mixed contacts of wires.
(B) In order to prevent fires due to the breakdown of wires when there is a cross fault or mixed
contact of wires, it stipulates that wires having different voltages are not be inserted into
the same protective conduit. However, when unavoidable, it is acceptable to insert the wire
into the same protective conduit when using wires having the an insulating effect that is
equal to or better than the standard for the insulated wire with the highest voltage of those
being applied to said wires.
⑤ Here it stipulates that the induction effect in conjunction with the operation of the electrical
equipment on the rolling stock shall have a design that does not cause obstruction to the other
electrical facilities on the rolling stock, signaling facilities, communication facilities and
crossing facilities. Furthermore, the induction effect here includes the affects of the noise
component included in the current of the return line of the rolling stock.
Installing protective covers is an example offered as protection on rolling stock to block spatial
noise from equipment and wires that pose the risk of causing damage due to induction effect.
Note that the following presents the main examples of the induction effect causing confirmed
levels of obstruction on JR narrow-gauge lines.
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Main devices for which the affects of the induction effect due to special noise generated by
rolling stock are to be confirmed
Device Frequency, etc
ATS facilities Ground coil used for speed 105 kHz
verification
Ground coil used for speed 105, 73, 67 kHz
limit warning
Ground coil for ATS-P type 1708 ±32 kHz, 3000 ±32 kHz
Crossing facilities Old type (3-type) electronic Non-modulation, 14, 20, 30,
train detector 40 kHz
Main devices for which the affects due to noise components included in rolling stock return line
current are to be confirmed
Devices Frequency, etc.

Signal facilities Divided frequency 25/30 Hz
divided multiple
frequency track circuits
Commercial frequency 50/60 Hz
track circuit
Motor generator (MG) 83.3/100 Hz
track circuit
AF2 frequency track Non-synchronized power source:
circuit 570 to 920 Hz
ATC AM: 2850, 3150, 3450, 3750 Hz
ATC-W AM: 6750, 7100, 7300, 7600, 8000
Hz
Crossing facilities H-type electronic train Non-modulation 8.5 to 10.5 kHz
detector
⑥ Pantograph
(A) Here it stipulates that on electric vehicles comprising a train, all pantographs shall be
capable of being completely lowered by an operation from the crew room in order to
prevent fire and/or electrical shock caused by the pantograph breaking and shorting when
there is an abnormality in the overhead contact line.
(B) Here it stipulates that the mounting section for the pantograph on passenger trains operating
on sections of track electrified by direct current shall have double insulation based on
experience from the fire at the Sakuragichou station on the Negishi Line. The following
presents an example of double insulation by using a pantograph base fabricated from
insulating material (FRP) with pantograph support insulators used at the mounting section
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of the pantograph.
Example of double insulation (Mounting section of rail car pantograph)
Pantograph insulator
Insulating cap (FRP)
Pantograph base (FRP)
Pantograph base
Roof
(C) Pantographs for rolling stock collecting extremely high voltage alternating current shall
only be raised by mechanical force because operating the pantograph manually exposes the
operator to the risk of electrical shock.
⑦ With extremely high voltage alternating current, it is dangerous to lower a pantograph that is
collecting current and here it stipulates that it shall not be possible to lower the pantograph
without turning off the main circuit. However, this shall not apply to the lowering of some of
the pantographs when there are multiple pantographs connected by a bus line, as a circuit is
formed by the other pantographs when some of the pantographs are being lowered.
(3) Approved Model Specification (Basic Items) 2 presents the devices that are necessary when
providing a main circuit.
① Here it stipulates that an automatic circuit breaker shall be provided at a position near the
current collecting device to instantly interrupt current in order to prevent the proliferation of
damage if an abnormal current flows in the circuit. In addition, it stipulates that a cut-out switch
be provided in order to prevent electrical equipment from burning and causing a fire if voltage
is continuously applied unintentionally to equipment that is inoperative due to failure, etc.
However, this shall not apply to rolling stock receiving its power supply from another car
having a circuit equipped with the automatic circuit breaker and cut-out switch as the other car
enables protection. Note that on rolling stock collecting extremely high voltage alternating
current may eliminate the cut-out switch based on the fact that: manually operating a cut-out
switch exposes the operator to the dangers of electrical shock, the pantograph cannot be
lowered because the main circuit must first be completely cut-out by a circuit breaker, and it
may be necessary to stop power supply to the contact line when a failure occurs that inhibits the
main circuit from being cut out.
② Here it stipulates that a lightening arrestor shall be provided to prevent the breakdown of the
insulation for the electrical power facilities on electric locomotives, etc., (excluding track-less
electric vehicles) when abnormal voltages are applied due to lightening surges to the catenary,
switching surge accompanying the switching of circuit breakers, and surge due to contact loss
between pantographs and trolley wire etc., for electric power equipment and lightening surges
84
to the catenary. Based on the intent of the lightening arrestor as a protective device, it is
required to discharge at a voltage lower than that of the dielectric value of the onboard
equipment, but there is no requirement to have the performance necessary to discharge the
excessive energy from a direct lightening strike.
③ Here it stipulates that a device to protect the electrical equipment shall be provided if the train
is going to a section of track where the electric system and/or the standard voltage is different
in order to prevent burning and/or fire damage of the electrical equipment of the main circuit.
The following indicates examples of protective device installations for AC-DC locomotives
operating on sections with differing electrical systems.
(A) When the locomotive enters an AC section from a DC section (inflyingment to AC section)
DC section → enters no voltage section → DC voltage relay drops → circuit breaker
opens → enters AC section. In this case, the DC voltage relay serves as the protective
device.
(B) When the locomotive enters an DC section from a AC section (inflyingment to DC section)
AC section → enters no voltage section → AC voltage relay drops → circuit breaker
does not open → enters DC section → protective fuse melts. In this case, the protective
fuse serves as the protective device. By arranging so that the circuit breaker does not open
even if the AC voltage relay drops, it suppresses the frequency of operation of the circuit
breaker in dead sections of an AC – AC section.
Even when an electric locomotive operates on sections of track where the standard voltages
are different and a protective device is provided, it will comply with the Ministerial
Ordinance even if no special protection device is installed, providing that the electrical
facilities have been designed and manufactured to the insulation specifications,
performance and function of the higher voltage, as safety has already been ensured.
Moreover, even electric locomotives, etc., operating on sections with differing frequencies
are also considered to comply with the Ministerial Ordinance if they are designed and
manufactured to be compatible with the pertinent frequencies.
(4) In Approved Model Specification (Basic Items) 2 (3), it stipulates that electrical facilities provided
on the electrical circuit of rolling stock collecting extremely high voltages shall have a protective
grounding switch for the emergency grounding of the overhead contact line if a malfunction of the
electrical circuit occurs and rolling stock circuit cannot be opened.
(5) Approved Model Specification (Basic Items) 2 (4) presents the devices that need to be provided on
the power supply side of electrical circuits other than the main circuit.
① On circuits other than the main circuit, it is stipulated that a fuse or device having equal or
better performance (non-fuse circuit breakers are commonly used) be provided to prevent the
excessive current from a short circuit, etc., and to protect the circuit or equipment from causing
a fire.
In addition, the installation of switches is mandatory on power supply circuits for electric
conversion devices such as electric generators, static inverters, etc., and motors for pneumatic
compressors, etc., as these are necessary for opening the circuit when there is an abnormality
85
and for inspection and repair. However, power supply circuits for motors, etc, for compressors
receiving their power supply from power conversion devices equipped with switches are
exempt because their power circuits can be opened; they are to be set up with only fuses.
(6) Approved Model Specification (Basic Items) 3 presents the engine and associated facilities of the
rolling stock.
① Here it stipulates that engines have protective functions that prevent excessive heat damage due
to insufficient lubrication.
② Stopping the engine (stopping the water pump) to prevent excessive heat damage due to
insufficient coolant will interrupt the dissipation of heat from the coolant, which could lead to
localized high temperatures inside the engine. In such cases, providing devices that remove the
load should be considered for the protection function.
③ Preventing fires due to the outbreak of fire at the floors and walls, etc., are presented in Article
83 (Countermeasures to Rolling Stock Fire).
④ Here it stipulates the objective design of piping, etc., to prevent the ignition of spilled fuel.
⑤ Here it stipulates the structure of the fuel tank filler port and gas breather port for preventing
the ignition of the fuel or gases generated by the fuel.
⑥ Here it stipulates the objective design of the exhaust piping in order to prevent a passenger
from being injured by coming in contact with the exhaust pipe.
⑦ Here it stipulates using a design that does not have the risk of fires caused by items discharged
in the exhaust gas, etc. and does not have the risk of affecting other devices.
⑧ Preventing fire at the smoke stack section of the exhaust pipe as stipulated in the former
Ministerial Ordinance, is presented in Article 83 (Countermeasures to Rolling Stock Fire).
➈ Approved Model Specification (Basic Items) 3 (7) and 3 (8) are based on the fire at the
Echigo-Nakazato on the Joetsu Line and includes content from notifications "regarding
countermeasures to fires on internal combustion vehicles, etc." (KANTETSUHO, 1990, No. 22,
TASHA No. 30).
⑩ "Container maintenance regulations" for high-pressure gas containers are applicable for vehicle
fuel devices using compressed natural gas (CNG) for fuel. However, "Standards for the
inspection and re-inspection of containers, etc., being secured on the railway rolling stock
(Announcement of the Ministry of Economy, Trade and Industry and former Ministry of
Transport - 1966)" which is based on Article 72 of the same standard, is not applicable. This is
because this announcement is intended for large-capacity tanks, such as freight car tanks, where
the high-pressure vessel itself forms the vehicle body and is not intended for small tanks, such
as fuel tanks.
(7) Approved Model Specification (Steam locomotives) presents the special equipment for steam
locomotives.
① The special items need for safety devices on the boiler of a steam locomotive are presented. It
stipulates that a minimum of 2 sets of water suppliers, safety valves and water level gauges be
respectively provided to ensure protection of the boiler and that devices for preventing sparks
and cinders from scattering are to be provided in the fire chamber and ash box.
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(8) Approved Model Specification (track-less electric vehicles) describes the trolley pole used on
track-less electric vehicles.
① Here it stipulates the height from the ground surface of the wheel for the mounting position of
the trolley pole in order to prevent a passenger, etc., from coming in contact with the trolley
pole and receiving an electrical shock.
② Here it stipulates the lateral displacement of the trolley pole in relation to the rolling stock in
order to prevent shorting accidents caused by the trolley pole leaving the catenary and coming
in contact with another catenary.
③ Here it stipulates the installation of safety devices in order to prevent shorting accidents caused
when the trolley pole leaves the catenary and comes in contact with another catenary.
④ Here it stipulates that the pertinent sections have a double-insulation construction in order to
prevent electric shock to passengers, the public, etc., due to insufficient insulation at the
mounting section of the trolley pole.
(9) In the Approved Model Specification for (linear motor railways, levitation railways) it stipulates
that, as special items of the pertinent systems, the onboard facilities for the power generating system
shall not generate a power that exceeds the maximum design strength and performance of the
ground facilities.
former ordinances when new technical standards were established.
(1) The former Ministerial Ordinances stipulated that "if necessary", the pantograph must be capable of
being raised by mechanical force, such as by springs, etc. Based on a notification, it is now stated as,
"on rolling stock with a low number of pantographs needed for operating the train, such as a
locomotive, and when it is possible for the crew to easily raise the pantograph, it is acceptable that
the pantograph not be capable of being raised by mechanical force, such as springs." At the time of
enacting the new Ministerial Ordinances, the need for raising by mechanical power was due to
electric locomotives, etc., operating on sections of track with extremely high AC voltage and said
content was stipulated in Approved Model Specification (Basic Items) 2 (1) ⑤ (C)and clarified.
(2) In the old Ministerial Ordinance, it indicated that switches and automatic circuit breakers must be
positioned near the current collection device on the main circuits of electric locomotives, etc., (this
shall not apply to rolling stock receiving its power supply from another car having a circuit
equipped with the automatic circuit breaker and switch), but "switch" was changed to "cut-out
switch." Here, by using the term "switch" in the description it was possible to erroneously interpret
that the relevant device can be handled while power was being applied, so it was determined that
describing it as a "cut-out switch" was appropriate for satisfying the condition that the switch
maintain the circuit in a cut-out state.
(3) The former Ministerial Ordinance presented the electrical circuits other than the main circuit by
dividing them into Articles, such as the power generating system, etc., but this time they are
described by including these electrical circuits into the power generating system.
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(4) Rolling stock fuel devices for using compressed natural gas (CNG) had the following items added.
(By the partial revision of the Approved Model Specification dated June 30, 2003.)
Approved Model Specification (Basic Items) 3 (9)

3. Definition of Terms, Range of Application, etc.
(1) In this paragraph, "pantograph" means a current collecting device for collecting current from single
overhead contact lines, etc. Pantographs not intended for use for propulsion (pantographs on cable
railways, etc.) are exempt from the stipulations. However, pantographs for frost removal,
pantographs for inspecting/measuring and pantographs for providing power to passenger cars must
comply with the contents of the stipulations.
(2) The "positioned near current collection devices" indicated in Approved Model Specification (Basic
Items)2 (2) ① does not mean at a position physically near, but rather means at a position electrically
near and therefore does not necessarily mean on the roof. The same applies to "at a location near
the pantograph" indicated in Approved Model Specification (Basic Items) 2 (2) ②. In the protective
coordination with wayside facilities, the basis is that protection by means of the automatic circuit
breaker provided on the rolling stock is solely for over-current within the rolling stock. Therefore,
this obviously means that the circuit between the pantograph and automatic circuit breaker must be
covered by the wayside facilities. In order to make this range smaller, it is assumed that the
automatic circuit breaker will be provided at a position that is as electrically close as possible to the
current collection device. Moreover, as the purpose of the lighting arrestor is to protect the onboard
equipment from external surge voltage, it is assumed that it will be provided as electrically close as
possible to the pantograph.
(3) In Approved Model Specification (Basic Items) 2 (2) ① "cut-out switch" means the item provided
to reliably prevent electrical shock when voltage is unintentionally added to the main circuit when
cutting off the electricity when there has been a ground-fault accident downstream of the cut-out
switch and when performing rolling stock inspections; it is required to be capable of being opened
by manual operation.
(4) In Approved Model Specification (Basic Items) 2 "extremely high voltage" is specified in the
voltage classifications found in Article 2 of the Ministerial Ordinances (Ministry of Economy, Trade
and Industry), which states the technical standards relating to electrical facilities; it means voltages
in excess of 7000V.
(5) In Approved Model Specification (Basic Items) 3 "engine, etc." means engine and associated
devices.
III Related Data

1. Past history - (Accidents)
(1) Fire accident at Sakuragichou station on the Negishi Line
As a preventative countermeasure against similar types of accidents, the mounting section for the
pantograph on passenger cars operating on sections of track electrified by direct current were
required to use double insulation.
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(2) Fire accident at the Echigo-Nakazato on the Joetsu Line
As a preventative countermeasure against similar types of accidents, of the newly manufactured
rolling stock and those existing rolling stock that are to have their exhaust pipes, etc., modified,
those vehicles used under conditions where there is a danger that the exhaust pipe may overheat, are
to be equipped with an oil collector and drain plug at the bottom of the silencer; newly
manufactured rolling stock are required to be equipped with devices for detecting the temperature of
the exhaust gas.
(1) History of main circuit fuse installation
The former regulations for ordinary railway structures did not have any stipulations for a main
circuit fuse (the fuse installed between the current collector and the automatic circuit breaker for the
main circuit) and because even the Approved Model Specification was based on the former
regulations, as there was no stipulation. However, many private railways and subways have
installed a fuse in the main circuit. On the other hand, JR installed the fuse on some cars and not on
others.
Before the establishment of the Regulations for Regular Railway Structures, it is assumed that this
difference was due to the different respective backgrounds upon which the rolling stock were
designed at the former Japanese National Railways and private railways.
At the former Japanese National Railways rolling stock were designed based on its proprietary
design standards. Initially, a main circuit fuse was installed but as the performance of automatic
circuit breakers increased, rolling stock were being manufactured without the main circuit fuse.
(This period came relatively quickly; by the time of the 70 Series, there already was no main circuit
fuse.) On the other hand, even within the same Japan National Railways, rolling stock capable of
through service between JNR lines and subway lines and rolling stock, etc., capable of stopping at
Tokyo subway platforms had "fuses for the main circuit (including the bus line) provided at
locations that were as close as possible to the current collector device on the electrical circuit" as
stated in Attachment Table "A-A Standard" in Tetsu-un No. 81, May 15, 1969, "Countermeasures to
Fires on Trains," which served as the notification method at the time. There are even examples of
main circuit fuses being installed.
On the other hand, private railways have been designing rolling stock based on "Regional Railway
Construction Regulations (Cabinet Order No. 11, August 13, 1919), but as technology advanced
"Regional Railway Structure Standards" was established, which became the predecessor to
Regulations for Regular Railway Structures. This same standard was reviewed up to its third
revision (June 1962), but no circular notice was issued. However, it became the authorized standard
for private railway rolling stock at that time and was treated in almost the same manner as a circular
notice. Because there was a description relating to the installation of a fuse in the main circuit in
Article 153, Paragraph 2 of this standard, installing a fuse in the main circuit of rolling stock for
private railways became a de facto obligation. Following this, while there was no stipulation for
installing a fuse in the main circuit in the Regulations for Regular Railway Structures, it is assumed
that the design concept continued to be used up to the present.
89
(Reference)
Excerpt from Regional Railway Structure Standards (Third Revision) (Regular Rolling Stock Section)
(Former Ministry of Transport, Bureau of Railway Monitoring, Department of Private Railways, Operational
Rolling Stock Section; June 1962)
(Protective devices for electrical circuits)
Article 153
2. Rolling stock having a current collection device, electric vehicles with storage batteries, locomotives
with storage batteries and rolling stock corresponding to Article 116 Paragraph
2. (Author's note: This means passenger cars on trains) must have main soluble fuse (a soluble fuse or item
having equal or better performance, hereafter the same) at the power supply side of the main circuit of
the rolling stock. Note: (Section below has been deleted.)
(1) Regarding established practice etc., for Regulations for Ordinary Railway Structures and
Regulations for Special Railway Structures relating to rolling stock (KANTETSUHO, 1987, No. 22,
TASHA No. 50)
(2) "Regarding countermeasures to fires on internal combustion vehicles, etc." (KANTETSUHO, 1990,
No. 22, TASHA No. 30). (??)
(3) "Regarding countermeasures to fires on internal combustion vehicles, etc." (KANTETSUHO, 1990,
No. 24, TASHA No. 33).
4. Reference Standard
Ministerial Ordinances establishing technical standards related to electrical facilities (Ministry of
Economy, Trade and Industry)
5. Reference documents - None
6. Related committees, etc. - None
90
(Brake Devices)
Article 69. Rolling stock shall be equipped with the brake devices that comply with the following standards:
(1) Shall be able to decelerate or stop the rolling stock without failure;
(2) Shall be applied to the consisted vehicles in conjunction with the control from the crew cabin; (This does
not apply to the vehicle used exclusively for shunting and other special vehicles. The same applies to the
item 5.)
(3) Shall be free from failure caused by vibration, impact and other factors;
(4) Shall be able to apply braking force continuously;
(5) Shall be applied automatically at the time when consisted vehicles are separated;
(6) Shall be able to bring a train to a rapid stop. This does not apply, however, to special vehicles;
(7) Shall be able to prevent the vehicle from departing when the braking effort would be adversely affected
without securing the braking power supply source. This does not apply, however, to a steam locomotive
with a warning device, etc. installed.
2. In addition to the aforementioned devices, rolling stock shall also be equipped with the braking devices that
comply with the following standards:
(1) Shall be capable of preventing rolling of the parked vehicles from moving and complying with the previous
item (3). This does not apply, however, for those cases when a rolling stock is prevented from rolling by
being fixedly coupled to other rolling stock;
(2) Shall be equipped with independent braking capability that can be utilized when the brake devices
mentioned in the previous paragraph would fail and can also satisfy the standards of the item (1), (3) and (4)
of the previous paragraph. However, locomotives, passenger car (limited to passenger coaches), freight
vehicle (limited to freight wagons and baggage cars) and special vehicles are exempted from this rule.
VIII-5 Related to Article 69 (Brake device)

(Basic Items)
1. The types of rolling stock brake devices are as shown below and brake device corresponding to the type of
rolling stock as shown in the following table shall be provided.
(1) "Service brake device” is the brake device usually used for braking the rolling stock during operation and
it has a function that enables the rapid stopping of the rolling stock during operation.
(2) "Parking brake device" is the brake device for preventing the parked rolling stock from rolling.
(3) "Security brake device" is the brake device usually used for braking the rolling stock during operation
when the service brake device has failed.
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Type of Rolling Stock Type of Brake device To be Notes
Necessarily Provided
Service Parking Security
Locomotive ○ ○
Shinkansen ○ 1
Passenger vehicle
Electric Without ○ ○
vehicles, cab
Internal With ○ ○ ○ 2
cab
combustion
railcars
Passenger cars Caboose ○ ○
Other ○
than
above
Baggage cars Without ○
Freight vehicles
cab
With ○ ○
cab
Freight wagons ○ ○ 3
Electric motored freight vehicles, Internal combustion Without ○ ○
freight vehicles cab
With ○ ○ ○ 2
cab
Special vehicles ○
Note 1: Shinkansen shall have two or more independently acting brake command systems.
Note 2: When the security brake can prevent the parked rolling stock from rolling, the parking brake can be
eliminated.
Note 3: The parking brake can be eliminated on a parked freight wagon that is capable of preventing rolling
by means of the parking brake device on fixed-coupled another freight wagon.
2. There shall be no risk that vibration, shock, etc., will impede the operation of the equipment, piping and
braking function of the brake device on the rolling stock.
3. The function and performance, etc., of the service brake shall be as shown below:
(1) The service brake shall be capable of decelerating the traveling rolling stock, stopping it and maintaining
it in the stopped condition.;
(2) There shall be a function that applies braking force to all wheels of the rolling stock. However, this
excludes the leading and trailing wheels of a locomotive and some wheels on special vehicles, etc.
(3) The braking force shall be according to the brake ratio and shall satisfy the values in the following table
that correspond to the type of rolling stock.
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Type of rolling stock Loaded car brake ratio
1 Locomotives (excluding (2)), passenger vehicles and 70/ 100 or more
freight wagons, (limited to electric motored freight
wagons and internal combustion freight wagons)
2 Steam locomotives, (limited to when the maximum 50/ 100 or more
speed setting enables to stop in a distance of 600 m or
less by the emergency brake)
3 Other rolling stocks 25/ 100 or more
Note 1: The loaded vehicle brake ratio means the ratio of total force acting on the brake shoes to the weight
of the loaded vehicles.
Note 2: The brake ratio shall be calculated by the friction coefficient of cast iron brake shoe.
(4) On the locomotives provided with driving cabs both in the front and in the rear (of the crew cabins, this is
defined as the cabin stationed by the person who drives the motive power vehicle and performs the
control of powering, braking, etc. Hereinafter the same.), there shall be a structure that will not enable to
depart when braking force cannot be obtained on the cab at the side of being operated.
(5) When the air is used as the source of operating power, the following shall apply:
[1] The air tank shall have the capacity for storing sufficient pressure for braking;
[2] When there is the risk that a reduction in pressure in the main air reservoir or a reduction in pressure in
the brake piping will impede the braking effect, there shall be structure that will not enable departure.
However, this does not apply when a warning device is provided on steam locomotives;
[3] The equipment and air piping (except being installed in the interior, hereinafter the same) in the section
from the final air tank (including the check valve on the main air reservoir side, hereinafter the same)
used to supply braking force to the brake cylinders shall be arranged within the width of the bogie
(including the bolster anchor and other main parts provided on the bogie). However, this does not apply
when the equipment and air piping is protected by some means having suitable strength;
[4] On the rolling stock having a driving cab, the equipment and brake piping in the section from the final air
tank, serving as the supply for braking force for the cab that will become the front part of the leading
vehicle of a train, to the brake cylinder shall be arranged to the inside of the front end of the underframe.
However, this does not apply when the equipment and air piping is protected by some means having
suitable strength.
(6) When the hydraulic pressure is used as the source of operating power, the following shall apply:
[1] The accumulator shall have the capacity for storing sufficient pressure for braking.;
[2] When there is the risk that a reduction in pressure will impede the braking effect, there shall be a structure
that will not enable departure.;
[3] In the driving cab, it shall be possible to confirm that the supply source for the braking force of rolling
stock is normal;
[4] The equipment and hydraulic piping (except being installed in the interior. Hereinafter the same.) in the
section from the final accumulator used to supply braking force to the brake cylinders shall be arranged
within the width of the bogie (including the bolster anchor and other main parts provided on the bogie).
93
suitable strength;
[5] On the rolling stock having a driving cab, the equipment and brake piping in the section from the final
accumulator serving as the supply for braking force for the cab that will become the front part of the
leading vehicle of a train to the brake cylinder shall be arranged to the inside of the front end of the
underframe. However, this does not apply when the equipment and air piping is protected by some means
having suitable strength.
4. The function and performance, etc., of the parking brake device shall be as shown below:
(1) "Parking brake device" shall have performance that is equal to or higher than the manual brake device,
car side brake device and others that are used for preventing the parked rolling stock from rolling;
(2) The braking force shall be according to the brake ratio and shall satisfy the values in the following table
that correspond to the type of brake.
Type of brake Empty Loaded Calculation conditions
vehicle vehicle
brake ratio brake ratio
1 Hand brake device (Except 20/100 The force for operating the handle
when (2))
shall be 294 N for a handle
2 Hand-operated brake device 5/100 operated by one hand and 441 N
(Limited to when the hand for handle operated by both
brake device and the hands. Braking leverage shall be
hand-operated gear is 1200 or less.
intended for preventing
rolling, when a steam
locomotive is parked,)
3 Vehicle side brake device 6/100 The effort for operating the
vehicle side brake device shall be
980 N and the braking leverage
shall be 15 or more.
Note 1: The empty vehicle brake ratio means the ratio of total force acting on the brake shoes to the weight
of the empty vehicle.
5. The function and performance, etc., of the security brake device shall be as shown below:
(1) The security brake device shall stop the traveling rolling stock when the service brake device has failed
and shall be capable of maintaining the stopped condition for the necessary period;
(2) It shall automatically activate when the service brake device has failed. However, this does not apply
when the operating device for the said device is provided in the driving cab and conductor's cabin (this
means a crew cabin other than the driving cab for 3 (4). Hereinafter the same.);
(3) The braking force shall correspond to the empty vehicle brake ratio of 70/100 or more;
(4) When the air is used as the source of operating power, the following shall apply;
[1] The air tank shall have the capacity for storing sufficient pressure for braking;
94
[2] The equipment and air piping in the section from the final air tank serving as the supply source for
braking force to the brake cylinder shall, as far as possible, be independent from other equipment and air
piping;
[3] The equipment and air piping in the section from the final air tank serving as the supply source for
braking force to the brake cylinder shall be arranged to the inside of the width of the bogie frame.
suitable strength;
[4] On the rolling stock having a driving cab, the equipment and brake piping in the section from the final air
tank serving as the supply for braking force for the cab that will become the front part of the leading
vehicle of a train to the brake cylinder shall be arranged to the inside of the front end of the underframe.
suitable strength.
(5) When the hydraulic pressure is used as the source of operating power, the following shall apply;
[1] The accumulator shall have the capacity for storing sufficient pressure for braking;
[2] The equipment and hydraulic piping in the section from the final accumulator serving as the supply
source for braking force to the brake cylinder shall, as far as possible, be independent from other
equipment and air piping;
[3] The equipment and brake piping in the section from the final accumulator serving as the supply for
braking force to the brake cylinder shall be arranged to the inside of the width of the underframe.
suitable strength;
[4] On the rolling stock having a cab, the equipment and brake piping in the section from the final
accumulator as the supply for braking force for the cab that will become the front part of the leading
vehicle of a train to the brake cylinder shall be arranged to the inside of the front end of the underframe.
suitable strength.
6. A continuous brake for rolling stock shall be provided on the brake device for coupled and operated rolling
stock (excluding rolling stock being coupled and operated when performing dedicated shunting, and special
vehicles), and its functions shall be as shown below:
(1) The continuous brake shall act with being interlocked by operation from a crew cabin in the consisted
rolling stock.;
(2) The brake shall act automatically when the consisted rolling stock is separated;
(3) When coupling the rolling stock provided with brake devices, there shall be coupling of the main air tank
piping (when there is no main air tank piping, the brake pipe). However, this does not apply if it is
possible to confirm in the driving cab that the pressure in the main air reservoir of all the rolling stock in
the consisted train is normal.
7 The brake functions for rolling stock operated with a single vehicle that has driving cabs at both ends shall
be as shown below:
(1) The brake device for passenger electric vehicles and for passenger internal combustion vehicles that have
drivingcabs on both ends and travel as a single vehicle shall have one of the following structures in
95
addition to the stipulations in 1 through 6. However, this does not apply to rolling stock manufactured
prior to March 13, 2002 and without major modifications undergone;
[1] Two sets of independent brake systems shall be provided for the section from the air tank supplying the
source of the braking force for the air brakes for the service brake device and the security brake device to
the brake cylinder;
[2] There shall be dual air tanks and check valves for the security brake device, and by arranging the check
valves so that they are on the right and left of the rolling stock it shall be possible to ensure the brake
function of either the front or rear bogie;
[3] By using some method such as rail brakes other than air brakes, it shall be possible to ensure performance
of 35/100 or more at the empty vehicle brake ratio when the service and security brakes have failed, and it
shall be possible to maintain the rolling stock in the stopped condition.
(2) For the rolling stock in the notes (1), appropriate measures shall be taken so that brake function is not
impeded, such as protecting the necessary part of the brake equipment and piping by protective covers,
etc.
(Shinkansen)
8 Other items in addition to those shown in the Basic Items are as shown below. However, in addition to
reading brake ratio in Basic Item 3 (3) as deceleration, 3 (5) [3] and [4], and 3 (6) [4] and [5] do not apply:
(1) Shall have two or more independently acting brake command systems;
(2) The braking force shall be according to the deceleration and the deceleration shall satisfy the values
higher than those shown in the following table. Furthermore, for locomotives, this shall be in the working
state condition. For rolling stock other than locomotives, this shall be in the empty vehicle condition.
Speed (Unit: km/h) Deceleration (Unit: km/h/s)
Exceeding 230 1.5
Exceeding 160 and not more than 230 1.9
Not more than 70 3.4
(Straddled type monorail /suspended railways, guide type rail of railways)

9 Items other than those shown in the basic items shall be as shown below. However, Basic Item 3 (limited
to(5) [3] and [4], (6) [4] and [5] ), and Basic Item 5 (limited to (4) [3] and [4] and (5) [3] and [4] ) do not
apply. On a guide rail type of railway, the brake device shall have the structure and performance to operate
without losing guidance operation performance.
(Track-less electric vehicles)
10 In addition to applying Basic Item 2 and 6, the following do also apply:
(1) A main brake device (this means the brake device normally used for braking the rolling stock during
operation, hereinafter the same) and an auxiliary brake device (this means the brake device used for
preventing parked rolling stock from rolling, hereinafter the same), each independently applied, shall be
provided on the rolling stock.;
96
(2) The main brake device shall conform to the following standards;
[1] It shall have the structure and performance to operate without losing steering performance;
[2] It shall have a function that applies braking force to half or more of the wheels of the rolling stock,
including the rear wheels;
[3] It shall have a function to apply brake force to two or more wheels even when there is failure occurring
on parts of the piping (excluding the common parts to the two or more wheels, hereinafter the same
except [5] (b)). However, this does not apply to the rolling stock provided with emergency brake devices
(this means a brake device capable of applying brake force to two or more wheels of rolling stock in
operation, when the main brake device has failed);
[4] It shall have the performance to stop rolling stock in the loaded condition within 14 m at a speed of 35
km/h on dry, flat and paved surface. In this case, the control force of the driver shall be 880 N or less,
with the weight of a single crew member and a passenger being respectively 55 kg;
[5] The following shall apply to a brake device operated by liquid pressure:
(a) A buzzer or other such device shall be provided to warn the operator in the driver’s seat when leakage of
brake liquid from the piping has caused an impediment to the braking effect. However, this does not apply
to the rolling stock in the proviso to [3];
(b) The function of the said brake device shall not be lost due to the brake fluid by corroding the piping, or
foaming due to the heat from traction motors, etc.
[6] A brake device operating by air pressure or vacuum pressure shall have the capacity to store sufficient
pressure for braking, and a buzzer or other such device shall be provided to warn the operator in the
driver’s seat when a change of pressure has caused an impediment to the braking effect. However, this
does not apply to a brake device that has a structure complying with the standard in [4], even when that
pressure becomes zero;
(3) The auxiliary brake device shall conform to the following standards:
[1] When the operator is not in the driver’s seat, it shall have the performance to enable to maintain the
rolling stock in the empty condition in stopped state on a dry paved surface with a 1/5 gradient by
mechanical action of the auxiliary brake. In this case, the control force of the driver, for foot-operated
types, shall be 880 N or less, and 490 N or less, for hand-operated types;
[2] The standards in [1] shall also apply when rolling stocks in the empty condition are coupled.
[Cable Railways]
11 In addition to applying Basic Items 2 and 6, the following shall also apply:
(1) An automatic brake device (this means a brake device that is used for braking the rolling stock when a
cable breaks, or when there is significant slack in the cable, or when the operating speed becomes
significantly higher. Hereinafter the same.) and a parking brake device that are each independently
applied shall be provided;
(2) The automatic brake device shall conform to the following standards:
[1] It shall be automatically applied when a cable breaks, when there is significant slack or when the
operating speed has become significantly higher;
[2] It shall be possible to operate the brake in the crew cabin at the front and rear of the rolling stock (when
the rolling stock is coupled, this is the front end of the rolling stock that will become the front section of
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the leading vehicle and the rear end of the rolling stock that will become the rear section of the rearmost
car of a train);
[3] It shall be capable of securely grasping the rail at two or more places for each rolling stock;
[4] The contact pressure between the brake shoe and the rail shall be 39 MPa or less;
[5] The application shall start by the time when the speed of the rolling stock exceeds 4 m/s;
[6] A rolling stock in the loaded condition shall be capable of stopping on the steepest gradient on the route
within 3.5 m. In this case, the weight of a single crew member and a passenger shall be respectively 60
kg;
[7] There shall be such a device provided that automatically acts the emergency brake device of the main
driving facility in case of application;
[8] The following shall apply for the air brake device:
(a) The air tank shall have the capacity for storing sufficient pressure for braking;
(b) Equipment and air piping in the section from the final air tank serving as the supply source for braking
force to the brake cylinder shall, as far as possible, be independent from other equipment and air piping;
(c) The pressure of the compressed air in the main air reservoir shall maintain the minimum effective
pressure for 24 hours or more;
(d) A device shall be provided that automatically applies the emergency brake device for the main driving
facility if the pressure of the compressed air becomes less than the minimum effective pressure.
(3) The parking brake shall be capable of maintaining the loaded rolling stock in the loaded condition in the
stopped condition on the steepest gradient on the route by mechanical action.
[Levitation railway]
12 Items other than those shown in the basic items shall be as shown below. However, Basic Item 3
(limited to (2) (3) and (4), (5) [3] and [4], (6) [4] and [5]) and Basic Items 4 and 5 (limited to (3), (4) [3]
and [4] and (5) [3] and [4]) do not apply:
(1) The brake device shall have the structure and performance to act without losing levitation performance
and guidance performance;
(2) The deceleration speed of the service brake device and the security brake device shall be 3.4 km/h/s or
more when the rolling stock is in the empty condition and levitating;
(3) The service brake device shall automatically operate if the following occurs:
[1] If the main power supply to the levitating device and guidance device is interrupted;
[2] If the levitation gap and guidance gap required for safe travel cannot be attained;
(4) When the stipulated deceleration cannot be assured by the electric brake alone, there shall be other brake
devices (limited to service brakes) having the function to ensure the said deceleration by means of
automatic application;
(5) The parking brake shall be capable of maintaining the loaded rolling stock in the loaded condition in the
stopped condition on the steepest gradient on the route by mechanical action.
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[Explanation]
I. General
1. Purport
This article stipulates the performance requirements of braking devices and their ability to safely reduce
speed and stop rolling stock.
2. Relationship between the ministerial ordinance and the Approved Model Specification.
While the Ministerial Ordinances are presented from the viewpoint of performance requirements, the
Approved Model Specification presents the required functions and performance for each device.
Relationship between the Ministerial Ordinance and the Approved Model Specification is as shown
below.
Ministerial Ordinance Approved specification

1.1 [Basic Item] 1, 3, 5, 6, 7
1.2 [Basic Item] 3, 5, 6
1.3 [Basic Item] 2
1.4 [Basic Item] 3, 4, 5, 7
1.5 [Basic Item] 6
1.6 [Basic Item] 1, 3
2.1 [Basic Item] 4
2.2 [Basic Item] 5, 7
In addition, the following table shows the corresponding Approved Model Specification for each type of
rolling stock
Type of Rolling Stock Approved specification

Locomotives [Basic Item] 1 (Brake type), 2, 3 (Service Brake
Device), 4 (Parking Brake Device), 6 (Continuous
Brake)
Passenger cars Shinkansen [Basic Item] 1 (Brake type), 2, 3 (except ③, ④)
(Service Brake Device), 4, (Parking Brake Device), 6
(Continuous Brake), 7 (Single Car Brake)
[Shinkansen]
Electric railcars, [Basic Item] 1 (Brake type), 2, 3 (Service Brake
Internal combustion Device), 4 (Parking Brake Device), 5 (Security
railcars Brake Device), 6 (Continuous Brake), 7 (Single Car
Brake)
Passenger cars [Basic Item] 1 (Brake type), 2, 3 (Service Brake
Device), 4 (Parking Brake Device), 6 (Continuous
Brake)
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Freight Cars Baggage Cars, [Basic Item] 1 (Brake type), 2, 3 (Service Brake
Freight wagons Device), 4 (Parking Brake Device), 6 (Continuous
Brake)
Electric motored [Basic Item] 1 (Brake type), 2, 3 (Service Brake
freight cars, Device), 4 (Parking Brake Device), 5 (Security
Internal combustion Brake), 6 (Continuous Brake)
freight cars
Straddled type monorail and Suspended [Basic Item] 1 (Brake type), 2, 3 (except ②, ③,
Railways, Rail guided railways ④, ⑤ HA, NI, ⑥ HA) (Service Brake Device), 4
(Parking Brake Device), 5 (Except ④ HA, NI, ⑤
HA) (Security Brake Device), 6 (Continuous Brake),
[Straddled and Suspended Railways, Guided Track
Railways]
Trackless Electric Vehicles [Basic Item] 2, 6 (Continuous Brake), [Guided Track
Railways]
Cable Railway [Basic Item] 2, 6 (Continuous Brake), [Cable
Railway]
Levitation Railway [Basic Item] 1 (Brake type), 2, 3 (except ④, ⑤
HA, NI, ⑥ HA) (Service Brake Device), 5 (Except
③, ④ HA, NI, ⑤ HA) (Security Brake Device), 6
(Continuous Brake), [Levitation Railway]
II Details
1. Commentary about the Approved Model Specification
(1) Approved Model Specification (Basic Items) 1 presents the brake devices that should be provided
for each type of rolling stock.
① A service brake is a brake device that is to be provided on all rolling stock. This performance
requirement states that a stopping function for emergencies (commonly called an "emergency
brake") be included.
② The parking brake is assumed to be used by stored rolling stock in trainset formation and it is
therefore mandatory that it be provided on rolling stock having a cab and in caboose cars. In
addition, as freight car trainsets are formed in one-car units, it is mandatory that a parking brake
be installed on all cars.
③ As the security brake equipment is a back up for service brake equipment, it is desirable that a
security brake be provided on all cars, however, based on factors such as past experience and
structural limitations, etc., service brakes are now limited to trains and internal combustions
railcars (including freight trains and internal combustion freight cars).
④ Of the "locomotives" presented in the table in Approved Model Specification (Basic Items) 1,
the tender steam locomotive (the main locomotive coupled to a coal and water car) is a
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locomotive that is in a coupled condition with the coal and water car). From a structural
standpoint, only the coal and water car on a tender steam locomotive is equipped with a parking
brake. Furthermore, as the main locomotive and coal and water car are fixed-coupled, they are
viewed as one unit. (Related items provided in Reference 3)
⑤ Additional Comments to Notes
(A) Relating to Note 1
(1) From the start of the revenue service of the Shinkansen, trains were to have "a
minimum of two independently operating brake command systems." As there were no
classifications for "service brake" and "security brake" per se, the table only shows
"service brake." If this were left as is, it could be misinterpreted to mean that the safety
of the Shinkansen is inferior to that of regular railways, so Note 1 was added.
(B) Relating to Note 2
Based on Note 2, many rolling stock in recent times have been eliminating the parking
brake. In such cases, "rolling stock capable of preventing rolling" means that on rolling
stock capable of preventing rolling by use of a pneumatically powered brake device, which
means rolling stock capable of retaining the minimum air pressure for preventing rolling
that is equal to or more than the relative time required to perform emergency measures.
However, generally speaking, it refers to the ability of the security brake to prevent rolling
during the period of revenue service that the rolling stock is stored in a depot, etc., (on the
schedule, this is time between entering and leaving the storage area).
(C) Relating to Note 3
In the same manner, as the coal and water car on a tender steam locomotive, providing the
parking brake on "another freight car (to which the rolling stock) is fixed-coupled" is
acceptable. In this case, "fixed-coupled" means “linked in a manner” in which uncoupling
is not possible without the use of tools (i.e., cannot be easily uncoupled by using a lever).
(2) Approved Model Specification (Basic Items) 2 presents the necessary common requirements
without reference to the type of brake.
(3) Approved Model Specification (Basic Items) 3 is about the fundamental requirements of the brakes
used for service and presents the necessary requirement as a power source as well as the
deceleration, stopping, sustained stopping, application to all wheels and brake force, etc.
① Approved Model Specification (2) states, "there shall be a function that applies braking force to
all wheels of the rolling stock," but "…leading and trailing wheels ...and some wheels on
special vehicles, etc." are excluded as exceptions. Here, "leading and trailing wheels" includes
wheels that are only intended for reducing axle weight. Furthermore, "some wheels on special
vehicles" means wheels on which the intrinsic function cannot achieved by the application of
the brake (PQ axle, etc.).
② While the strength of the brake is defined by "braking ratio," in this table "braking ratio
70/100" means that it is assumed there is deceleration from a maximum speed of approximately
95 km/h and that stopping can be achieved within 600 meters. Because of this, steam
locomotives that cannot achieve 70/100 are set at 50/100 under the assumption of setting the
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maximum speed at which stopping at 600 meters is possible. The 25/100 used on other rolling
stock is based on the same principle. Furthermore, for service brakes, the "loaded car braking
ratio" standard is stipulated based on the principle that the rolling stock used in revenue service
will be carrying its rated capacity of passengers. (Here, "loaded car" does not mean the
maximum number of passengers on electric commuter railcars, etc.) The methods calculation
methods, etc., for braking ratio are presented below.
(A) Loaded car braking ratio means the ratio of the sum of the force applied on the brake shoe
to the loaded weight of the car. (For brake devices that do not use cast iron brake shoes, this
is the force that has been converted as if cast iron brake shoes were used.) Loaded car
weight is that of the rolling stock loaded with the articles of its maximum loading capacity;
for motive rolling stock, it is the total weight of fuel, lubricant, coolant, etc. in the prime
mover or fuel device; (for steam locomotives, it is one-half the maximum capacity weight
of coal and water to be used for the distance traveled); for rolling stock having a specific
application, it is the weight of fixed-mounted equipment required for that application, etc.,
and operation; for rolling stock for the crew, it is the number of crew members
corresponding to the amount of onboard equipment; for passenger rolling stock, it is the
number of passengers corresponding to the maximum rated passenger capacity.
(B) The transmission efficiency of the force is 1 and the weight of one crew member or
passenger is 55 kg.
(C) When a cast iron brake shoe is not used, the force of the device must be converted to the
value it would be if a cast iron brake shoe were used. This is calculated by using the
average friction coefficient between said brake shoe and wheel tread (if this is a device
other than a tread brake, it is the value at the tread that has been converted to the average
friction coefficient) at the initial brake speed at which the average friction coefficient
between the cast iron brake shoe and the wheel tread would become 0.15 (or a speed of 60
km/h) to 0.15 (or the average friction coefficient between the cast iron brake shoe and
wheel tread at a speed of 60 km/h). However, if this method of calculation is inappropriate
due to operating conditions, etc., it need not be used.
(D) The calculation of the braking ratio relating to articulated cars, the braking ratio is to be
determined by using the center of the articulatedg bogie as the separated condition for one
car.
Furthermore, car bodies with complex articulated structures, such as with low-floor rolling
stock, etc., can be introduced. The method for calculating the braking ratio of the
Hiroshima Railway (with its 5 car bodies and 3 bogies, which is a structure for which it is
impossible to calculate the braking ratio by segmenting the trainset into one-car units) was
based on its short overall length, etc., and therefore the braking ratio was calculated by
treating the entire trainset as one car.
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(E) Example of calculating the braking ratio of a loaded car
(i) Formula
A: Braking force (kN) = surface area of the brake cylinder (m2) x number of brake
cylinders x brake cylinder force (kPa) x leverage x efficiency
B: Car weight (kN) = {Empty car weight (t) + load (t)} x acceleration due to gravity
(m/s2))
C: Cast iron brake shoe conversion ratio = Friction coefficient of the brake shoe being
used / friction coefficient of the cast iron brake shoe.
Loaded car braking ratio (%) = A / B x C x 100
(ii) Specifications, etc.
Item Unit Specification Remarks

Empty car weight Ton 31.4
Rated passenger capacity Persons 153 55 kg per person
(Including crew)
Brake cylinder diameter Meters 0.152
Brake cylinder quantity Units 8
Brake cylinder pressure kPa 303
Leverage 3.6
(iii) Results of calculation

A: Braking force (kN) = (0.1522 x 3.142 / 4) x 8 x 303 x 3.6 x 1 = 158.4
B: Car weight (kN) = (31.4 + 153 x 55 / 1000) x 9.807 = 390.5
C: Cast iron brake shoe conversion ratio = 0.30 / 0.15 = 2.0
= 158.4 / 390.5 x 2.0 x 100 = 81 (round off at decimal
point)
③ In Approved Model Specification (5) ②, the method for detecting "a reduction in pressure in
the main air tank" is not necessarily limited to providing a pressure switch on the main air tank,
it also includes detecting a reduction in pressure in the main air tank by checking the pressure
in the brake line.
④ When protecting equipment, air piping and hydraulic piping, Approved Model Specification (5)
③ and ④, and (6) ④ and ⑤ includes "when the equipment and air piping is protected by some
means having suitable strength" and also includes the case when there is no risk of damage to
the piping and equipment, etc., that is used as the supply air source for the braking force
because it is installed within the inner section of the carbody underframe and extends from the
final air tank and accumulator to the brake cylinder.
(4) Approved Model Specification (Basic Items) 4 presents the necessary requirements for storing the
rolling stock without rolling.
① In ① (1) "Parking brake device" shall have performance that is equal to or better than the
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others" means that when said brake is operated, it shall not lose its braking force, except when
its operation is released.
② With manual brake devices, the braking ratio is stipulated using the "empty car braking ratio"
because hand brakes are commonly used on passenger cars and most of these cars are empty
when they are stored. Moreover, when "loaded car braking ratio" is used for manual brake
devices, the braking ratio is stipulated using the "empty car braking ratio" because hand brakes
are commonly used on passenger cars and most of these cars are empty when they are stored.
③ The various parking brake devices have braking ratio values that are smaller than those of the
service brake. This is because the purpose of the parking brake is to prevent rolling, and
because it is operated manually, which would make having a large value difficult.
④ The following specifications are used when calculating the force being applied to the brake
shoe. However, it need not be used when there is rational reason not to use it.
(A) Examples of the efficiency of each part of the brake device (which is limited to the
mechanism extending from the handle to the piston push rod) are as follows: spiral, 0.3,
gears, 0.9, bevel gear, 0.85, chain wider, 0.7, lever and crank, 0.9 and underfloor brake
shaft, 0.85.
(B) On the chain wheel of a brake mechanism using a chain, the effective radius of the winding
section of the special structure other than a groove is used for the winding the chain is to be
the value radius of the chain wheel to which 1/4 the breadth of said chain has been added.
(5) Approved Model Specification (Basic Items) 5 describes the required stopping functions even when
the service brake has failed, sustained stopping function, operating condition and the strength of
said brake, in addition to them, the requirements as a power source.
① The strength of this brake is defined by "brake ratio," which is the same as with the service
brake. If there is a security brake, it is ultimately a back up to the service brake and therefore its
purpose is "to stop." The following is a example of calculating the braking ratio of an empty car.
(The conditions are the same as for the service brake.)
(i) Formula
A: Braking force (kN) = surface area of the brake cylinder (m2) x number of brake cylinders
x brake cylinder force (kPa) x leverage x efficiency
B: Car weight (kN) = Empty car weight (t) x acceleration due to gravity (m/s2))
C: Cast iron brake shoe conversion ratio = Friction coefficient of the brake shoe being used /
friction coefficient of the cast iron brake shoe for the empty car brake ratio (%) = A / B x
C x 100
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(ii) Specifications, etc.
Item Unit Specification Remarks

Empty car weight Ton 31.4
Rated passenger capacity Persons 0 55 kg per person
(Including crew)
Brake cylinder diameter Meters 0.152
Brake cylinder quantity Units 8
Brake cylinder pressure kPa 343
Leverage 3.6
(iii) Results of calculation

A: Braking force (kN) = (0.1522 x 3.142 / 4) x 8 x 343 x 3.6 x 1 = 179.3
B: Car weight (kN) = 31.4 x 9.807 = 307.9
C: Cast iron brake shoe conversion ratio = 0.30 / 0.15 = 2.0
= 179.3 / 307.9 x 2.0 x 100 = 116 (round off at decimal point)
② When protecting equipment, air piping, hydraulic piping refer to explanation (3) ④ for the
application (Approved Model Specification (4) ③ and ④, (5) ③ and ④).
③ In the case of the security brake equipment, it is positioned as a back-up to the service brake, so
it is required to be rigged in a place that is safer than that of the service brake. Because of this,
the security brake equipment extending from the last tank to the brake cylinder is to be installed
"within the width of the bogie frame" as opposed to "within the width of the bogie" for the
equipment and air piping of the service brake. Furthermore, in regards to bogie-mounted brake
cylinders that are installed outside of the bogie frame, since the said brake cylinder is welded to
the bogie frame, etc., and has a design that is not easily damaged, it is included in the "bogie
frame."
(6) Approved Model Specification (Basic Items) 6 presents the functions of the continuous brake that is
required when rolling stock having service brake, etc., are coupled and operated.
(7) Approved Model Specification (Basic Items) 7 presents the requirements that are added to
Approved Model Specification (Basic Items) 1 to 6 for rolling stock that are operated as one car.
(8) Approved Model Specification (Shinkansen) presents the requirements that are added to the basic
requirements (mainly the stipulations for deceleration).
① In regards to speed and deceleration, the deceleration criteria for the service brake that is
operated during the normal ATC operation of the Shinkansen is a value smaller than the value
shown in Table 4 of the Approved Model Specification because it takes the adhesion factor for
slippery conditions (rain, etc.) into consideration. The deceleration shown in the table is what is
usually called the emergency brake value. The value stipulated, which is based on the
application of the brakes during slip detection and the results of sprinkler tests, is one that can
be stably achieved even when slide occurs during slippery conditions (such as rain).
105
② Since the adhesion coefficient between the rail and wheel decreases as speed increases,
deceleration was set in accordance with these adhesion characteristics.
(9) Approved Model Specification (straddled beam/suspended railways, track-guided railways)
(track-less electric vehicles) (cable railways) (levitation railways) presents the various requirements
that have been added to the each of the basic items. However, caution is required as these are
special railways and many stipulations of the basic items do not apply because of the differences
among the systems. The following shows the supplemental information for special railways.
① The "3.5 m" in Approved Model Specification (Cable railways) 11 (2) ⑥ is the distance from
when the braking force is applied until the rolling stock stops. When calculating the braking
force for the above case, if the brake shoe material is cast iron or arms bronze, use 0.20 as the
friction coefficient between the brake shoe and the rail and 9.81 m/s2 as the acceleration due to
gravity.
② When calculating the braking performance that is stipulated in Approved Model Specification
(Cable railways) 11 (3), the force for operating the handle shall be 290 N for a handle operated
by one hand and 440 N for a handle operated with both hands. In addition, use 0.20 for the
brake coefficient between the brake shoe and rail when the brake shoe material is cast iron or
arms bronze.
old ordinances when new technical standards are established.
(1) In the former Ministerial Ordinance, both the service brake and security brake equipment were
limited to "dynamic type." "Dynamic type" means that pneumatic pressure, etc., is used as the
dynamic (motive) source for the braking force and while it is a system with the ability to stop the
rolling stock, since the intent of the service brake and security brake equipment is to stop the rolling
stock and maintain the stopped condition, there is no need to limit this system to pneumatic pressure,
etc. As such limitations could impede future technical advancement, revisions were made to the
parts of the stipulation defining the functional requirements for the service and security brake
equipment. The service brake device "shall be capable of decelerating traveling rolling stock,
stopping it and maintaining it in the stopped condition." The security brake device shall "stop the
traveling rolling stock and shall be capable of maintaining the stopped condition for the necessary
interval."
(2) Deceleration of the Shinkansen
① The fomer Ministerial Ordinance stipulates that, "the deceleration from the continuous brake
must equal or exceed the value present in the following table for flat, straight track" conditions.
However, since the table presented the braking force for each speed range after excluding
running resistance (gradient, air resistance, mechanical resistance, etc.) that had been converted
into deceleration, the description "for flat, straight track" was deleted.
② The speed ranges for the deceleration of the Shinkansen in the former Ministerial Ordinance are
the speed ranges from the time when the Shinkansen was first developed. Recent advancements
in technology have brought about a generation of Shinkansen with maximum speeds exceeding
300 km/h, which makes ensuring the deceleration rate for the high-speed range (1.9km/h/s)
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difficult. Therefore, to be more in line with actual conditions, "exceeding 230" was newly
added and the stipulations relating to the deceleration of rolling stock with low maximum
speeds were eliminated.
3. Definition of Terms, Range of Application,etc. -- None
III. Related Data

(1) Past history
1. The history relating to the installation of the security brake device shall is as shown below.
The following summarizes the lessons learned from accidents that led to the installation of the
security brake equipment.
① Fuji Kyuko Express Train derailment accident
1) Name of operator: Fuji Kyuko, Co.
2) Type of accident: Train derailment
3) Date, time and conditions: March 4, 1972; 8:25 am; Clear skies
4) Location: On Ohtsuki Line between Kurechi and Mitsutogue Stations
5) Train: No. 15 Train from Kawaguchi-ko bound for Ohtuski
6) Injuries/fatalities: (69 injured, 17 dead) As of March 10
7) Description: The No. 15 train left the Fuji Yoshida Station on time and as it approached the
Midorigaoka No. 2 crossing (Class 1, Automatic) at a speed of 30 km/h a small truck broke
through the barrier and collided with the train. After the collision, the train started to run
away and the conductor's valve and manual brake were used in a failed attempt to stop the
train. The train continued on for approximately 4 km (passing through four stations from
Gekkouji Station to Kurechi Station in route) until it derailed at a curve (radius: 240 meters)
and broke apart.
8) Cause: A small truck broke through the crossing barrier and collided with the train. It is
thought that the brake system on the train failed, resulting in the runaway train, but a
detailed investigation is currently being conducted.
9) Related persons: Driver 28 years old (Experience: 0 Years, 7 months)
Conductor: 27 years old (Experience: 3 Years, 0 Months)
10) Operation restored: March 5, 8:37 am
11) Others
(a) Trainset (Consist)
MOHA 3103 - Moha 3104 (Regular, DC-powered, commuter train??)
(b) The safety equipment at this crossing were operating normally.
(c) This is a single track, automatic section but the train operating in the opposite
direction was waiting for the train to pass at a side track at Shimoyoshida Station.
② The following circular notices where advanced in regards to security brake devices.
Regarding the installation of security brake equipment for railway rolling stock (December 14,
1990)
Regarding the prevention of a malfunction of the rolling stock brake equipment due to the
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occurrence of crossing obstruction accidents, etc., the following guidance was provided:
TETSUHO, No.43, TETSUUN, No.133, dated July 27, 1971 "Regarding the urgent
improvement and upgrading of brake equipment on railway rolling stock"; "Regarding the
upgrading of braking equipment on railway rolling stock," TETSUHO, No.55, TETSUUN,
No.181, dated July 31, 1972; "Regarding the implementation of improvements and upgrades of
brake equipment on railway rolling stock," TETSUUN, No. 255, dated October 31, 1972
(Revised in KATETSUHO, No. 4,TASHA No.65, dated April 1, 1987. Furthermore, under the
former Regulations for Regular Railway Structures (Ordinance No. 14 of the former Ministry
of Transport, 1987), stipulates that security brake equipment and air brake equipment should in
principle be installed inside the bogie frame. However, there was older equipment on which this
countermeasure was not implemented and, later that year on August 29 a crossing obstruction
accident occurred on the Kansai main line of the then JR Tokai Line, during which all of the
brake equipment on the train failed to operate.
When all the brake devices on the train become nonfunctional, conditions on the railway line
can then offer the risk of a major accident occurring. Therefore, as a means of ensuring safety,
the following instructions regarding the promotion security brake equipment, etc., shall be
provided to the lower branch operators.
Notes
Railway operators with rolling stock not equipped with security brake equipment on trains with
consists operating with two or fewer cars are to assess their upgrade implementation plan and
make arrangements for the planned advancement of installing, etc., security brake equipment.
Furthermore, [these railway operators] shall to strive to the fullest extent possible for the
installation, etc., of security brake equipment on rolling stock on trains operating with two or
fewer cars.
* The installation, etc., of security brake equipment means any of the following corresponding
items.
・Installing security brake equipment.
・Relocating equipment and piping related to the brake equipment to within the width of the
bogie frame.
・Reinforcing equipment and piping related to the brake equipment with protective walls, etc.
・Increasing the strength of equipment and piping related to the brake equipment.
(2) History relating to the conversion to redundant security brake systems on passenger cars operating
as a single train.
On February 11, 2001 at a crossing on the Etsumihoku Line of the West Japan Railway Company, a
passenger car collided with the side of a single-car train, damaging its brake piping and causing an
accident during which the train traveled for approximately two kilometers with inoperative brakes.
Rolling stock brakes are stipulated in Chapter 5, Section 5 (Rolling stock brake devices, etc.) of the
former Regulations for Regular Railway Structures where it specifically states that protection is
108
required for the service brake and security brake by arranging the equipment and air piping in the
section from the air tank serving to the brake cylinder within of the width of the frame, etc.
However, based on the accident referenced above, it became clear that even when there is
compliance with the regulations, the brake functions cannot be completely protected when there is a
side collision at a crossing, etc.
Therefore, notification was made about countermeasures for preventing a recurrence in "Regarding
the improvements and upgrades of brake equipment on railway rolling stock," in JNR Report, No.
29, March 13, 2001.
"Regarding the improvements and upgrades of brake equipment on railway rolling stock," in JNR
Report, No. 29, March 13, 2001.
On February 11, 2001 at a crossing on the Etsumihoku Line of the West Japan Railway Company, a
passenger car collided with the side of a single-car train, damaging its brake piping and causing an
accident during which the train traveled for approximately two kilometers with inoperative brakes.
The Regulations for Regular Railway Structures relating to rolling stock brakes (hereafter, the
regulations)are stipulated in Chapter 5, Section 5 (Rolling stock brake devices, etc.) of the former
Regulations for Regular Railway Structures, where it specifically states that protection is required
for the service brake and security brake by arranging the equipment and air piping in the section
from the air tank serving to the brake cylinder within of the width of the frame, etc.
Based on the accident referenced above, it became clear that even when there is compliance with
the regulations, the brake functions cannot be completely protected when there is a side collision at
a crossing, etc.
Accordingly, the upgrades of rolling stock brake devices are as stipulated below the appropriate
directions shall be given to railway operations under the jurisdiction of your bureau.
Notes
1. Countermeasures for newly manufactured rolling stock, etc.
(1) The applicable rolling stock are newly manufactured passenger trains and
passenger-carrying internal-combustion rail cars that have cabs on both ends and travel as a
single car (including rolling stock that have already received rolling stock approval and are
rolling stock that are in continuous production), and rolling stock capable of upgrading the
brake system at the time of a major overhaul.
Note that the countermeasures for existing rolling stock will apply to rolling stock that
have already been started to be manufactured.
(2) In this countermeasure, any one of the following measures is to be implemented in order to
enhance the reliability of the redundancy of propulsion brakes. Note that multiple brake
cylinders are to be installed.
① Two sets of independent brake systems shall be provided for the section from the air
tank supplying the source of the braking force for the air brakes for the service brake
device and security brake device to the brake cylinder; consideration shall be given so
109
that the two systems are not simultaneously damaged in a collision.
② There shall be dual air tanks for the security brake device and check valves and by
arranging the check valves so that they are on the right and left of the rolling stock and
that it shall be possible to ensure the brake function of either the front or rear bogie.
③ Installation of brakes by methods other than air brakes, such as rail brake, etc.
In this case, in the event of the failure of the service and security brakes, the
performance of one-half or greater of the empty car brake ratio as stipulated in Article
184, Paragraph 4 of the regulations can be ensured and the stopped condition of the
rolling stock can be maintained
2． Countermeasures for existing rolling stock
The technical standards investigation committee and the technical standards investigation and
research committee relating to rolling stock is now conducting an investigation into the
countermeasures, items to be covered, countermeasure implementation period, etc., for existing
rolling stock and direction will be issued separately based other the results.
Image of Change to Redundant Operating Power Brake

[Conventional Condition]
Security brake/
Air tank, etc. Supply air tank
Check valve
(Front bogie brake cylinder) (Rear bogie brake cylinder)
Corresponding image
[Example of after modification]
Security brake/ Supply air Supply air Security brake/

Air tank, etc. tank tank Air tank, etc.
(Addition)
Check valve Check valve
Corresponding image
[Example of after modification]
Security brake/ Supply air Security brake/

Air tank, etc. tank Air tank, etc.
Check valve Check valve
110
(Reference)
March 13, 2001
Railroad Administration Safety Office (??)
Regarding the runaway train on the Etsumihoku Line of the West Japan Railway Company
1. Time,date and conditions : Sunday, February 11, 2001; Snowing
2. Location: On Etsumihoku Line between Echizen-Tomida Station and Echizen-Ohno Station
3. Train
Departing Kuzuryuuko Station bouund for Fukui, Upward direction, 724D Train (One person crew)
One-car consist (KIHA 120-205)
4. Summary
① The driver of said train was on schedule for arriving at at Echizenkouno Stataion. As the train
passed through the Yubinkyoku crossing approximately at 60 km/h, the driver felt an impact and
immediately applied the emergency brake.
② However, when the emergency brake was ineffective, the driver used the security brake equipment,
which also was ineffective. The driver then notified the command center that he was unable to stop
the train.
③ Said train then passed through Echizennoda Station without stopping and traveled on for
approximately 2 km before stopping naturally.
※ This accident did not result in any injuries or deaths.
5. Causes
A passenger automobile had collided into the left side of the train at the crossing, causing the train to
lose the function of its brakes and become a runaway.
Cross-Sectional View of Etsumihoku-sen Accident Scene
Approx. 2 km
Echizenohno Echizentano Echizentomita
③ Came to natural stop here

Train
Accident occurred here

② Train brake failed.
Runaway train.
① Automobile broke through crossing barrier and collides
with side of single-car train striking it at its side and
damaging its brake system.
Furthermore, notification was made about countermeasures for preventing a recurrence in "Regarding
the improvements and upgrades of brake equipment on railway rolling stock," in JNR Report, No. 29,
March 13, 2001. A notice relating to countermeasures for existing rolling stock was issued: "Regarding
the improvements and upgrades of brake equipment on railway rolling stock," in JNR Report No. 184,
JNR Policy No. 242 March 29, 2002.
111
"Regarding the improvements and upgrades of brake equipment on railway rolling stock," in JNR Report No.
184, JNR Policy No. 242 March 29, 2002.
In regard to improvement and upgrading of brake devices, there was notification made by JNR Report, No.
29, March 13, 2001. As a summary of existing rolling stock countermeasures for passenger trains that travel
as a single car and passenger-carrying internal-combustion rail cars has recently been made, it shall be
directed to track and railway operators under your jurisdiction to quickly implement plans for the
countermeasures.
JR Policy No. 122 and TASHA No. 154 dated December 14, 1990 urges efforts for continuing the promotion
of installation of the security brake equipment for railway rolling stock
1. Installation of protective plates

The equipment that should be protected is based on whether or not there is security brake equipment and
the number of brake cylinders, as shown below. Furthermore, the specifications for the protective plate
are to be determined by the railway operator based upon the conditions for the rolling stock and upon
reference to the examples of installation provided separately.
(1) Rolling stock having multiple brake cylinder installations
With Security Brake Without Security Brake

Protecting equipment Multiple check valves Brake equipment
Security brake system (Check valve - Air supply
tank - Brake equipment)
Remarks: The brake cylinder piping extending from the brake device branches and when there are
rolling stock with brake cylinders installed on the bogies at the termination for that piping, an
orifice or similar device of 8φ or less shall be inserted midway in the piping (near the BC cock)that
is connecting with the bogie.
(2) Rolling stock having only one brake cylinder installation
With Security Brake Without Security Brake

Protecting equipment Multiple check valves Brake equipment
Security brake system (Check valve - Air supply
Foundation brake system tank (Reservoir air tank)
(BC hose - Brake cylinder - - Brake equipment)
Brake rod, etc.)
Foundation brake
(BC hose - Brake cylinder -
Brake Rod, etc.)
112
2. Use of the railway rolling stock hand brake
(1) The hand bake system and the service brake system are independent of each other. However, on
rolling stock having multiple brake cylinders, common brake levers may be used.
(2) There are a minimum of two hand brake application shafts.
(3) The ability of the hand brake to stop the rolling stock on a gradient extending downward from the
front direction of the rolling stock from a crossing in the section of track upon which the rolling
stock travels is to be confirmed by a running test or calculation based on deceleration. Note that the
hand brake performance test is to take the most stringent conditions, such as steepness of the
gradient, operating speed, etc., into consideration.
(4) The following inspection items are to be implemented when inspecting conditions and functions.
① Confirm the condition of the following by visual inspection: handle, base shaft, large gears,
small gears, chain, brake lever, brake rod, etc., and as needed repair, replace, clean and/or
lubricate.
② Turn the hand brake handle and confirm that there is complete application.
3. Track rolling stock
On rail-borne rolling stock, the prevention skirt is considered to be the same as installing the protective
plates presented in 1.
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Attachment
Installation Arrangement of Protection Plate
Bottom face of
carbody frame
Name Material Remarks

Reinforcement SS400F 36*45 L = 402
Protective frame SS 40*40 t=5
114
Reference
Brake cylinder
Brake Security brake

Multiple
device device
Supply check
valve Security
air reservoir brake Drain cock
Drain cock reservoir To brake cylinder
(Bogie piping)
Check Check
To brake cylinder valve valve
(Bogie piping)
Air
compressor
Equipment to be protected
Air reservoir
Air
compressor
Drain cock
Straight air pipe
MR pipe
Brake rod
Brake cylinder
Equipment to be protected
Number of Brake Cylinders Security Brake Equipment to be Protected

Multiple Yes ① ②
No ③
Single Yes ① ② ④
No ④ ⑤
(3) History of deceleration speed and brake ratio

① Deceleration
Approved Model Specification [Shinkansen] 2 stipulates "deceleration" as the braking force for
the rolling stock. Braking ratio is used for railways other than the Shinkansen, but deceleration
is used on the Shinkansen. Since deceleration corresponds to the value of the braking ratio
multiplied by the friction coefficient of the brake shoe, if the friction coefficient of the brake
shoes are the same, deceleration and braking ratio will have the same meaning when describing
115
braking force.
For a long time cast iron brake shoes have been widely used. During the days when the
maximum travel speeds were relatively low, there was no problem in viewing braking distance
even if the friction coefficient of the brake shoes was constant. Accordingly, braking force was
stipulated as braking ratio, which is determined by the weight of the rolling stock and the
pressing force of the brake shoes.
Later, as the speeds on regular railways continued to increase, the use of brake shoes having
differing friction coefficients, such as synthetic, sintered, special cast iron, disk lining, etc.
increased
At present, when defining the braking force of these rolling stock, it is stipulated that the
difference between the friction coefficient of the brake shoes being used and that of the cast
iron brake shoe are to be converted to braking ratio. They are converted to the braking ratio
when using cast iron brake shoes.
Conversely, as the maximum speed of the Shinkansen is high, disc brakes are used instead of
tread brakes for the brake system. Moreover, sintered linings are now used instead of cast iron
brake shoes. The friction coefficient of the brake shoes had a different value than that of the
brake shoes used on regular railways, so there was a need for a value that took the friction
coefficient for that of sintered linings into consideration for the braking force.
In addition, as the adhesion factor becomes lower in the high-speed range, the Shinkansen must
have a different braking force value that is based on speed.
Because of this, deceleration is stipulated because it takes the friction coefficient and adhesion
into consideration and is easy to determine performance even when the braking force is set
differently because of speed.
② Braking ratio of service brake devices
Chapter 3, Section 5, Article 78 "Brakes" of the former JNR Railway Structure Regulations and
Explanation (Proposed) (December 1, 1955, Revised October 11, 1959) stipulated the
following for the braking ratio of continuous brakes. As shown in Article 78, “the pressure
acting on the brake shoe of the continuous brake must equal or exceed the following ratio in
relation to the pressure to the rail of the wheel to which the brake is being applied.” (On brake
devices not using brake shoes on the tire, it is the pressure that has been converted to this
value.) However, this need not be applied to special rolling stock.
(A) Locomotives (On locomotives with tanks, when amount of coal and water onboard is 1/2
the stipulated amount; on other locomotives, when then it is the operating equipment)
50/100
(B) Tender (When empty) 80/100
(C) Passenger cars and freight cars (When empty) 70/100
Commentary
When operating a train, the ratio of braking ratio of each car, i.e., the ratio of the brake shoe
pressure to brake axle wheel weight is important and this article stipulates this. With continuous
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brakes, usually the brake shoe presses against the wheel but as there are different methods, such
as the brake shoe pressing against the rail, tightening of a cylinder on the axle with the brake
band, or having the electric motors act as electrical generators, but in consideration that these
can be used alone or as a combination of the various types, they shall be converted as if brake
tread shoes were used for all of the braking force.
The restrictions on the braking ratio stipulated in this article are based on previous experience
and the standards that were implemented, are as follows.
Car type braking ratio (%) (For service brake)
Tender locomotive (ready for operation) 50 - 70
Tender (empty) 90
Locomotive with tank (1/2 coal and water) 50 - 75
Electric locomotive (ready for operation) 60 - 85
Passenger car (empty) 80
Freight car (empty) 80
Electric motor car (empty) 95
Trailer car (empty) 90
Diesel railcar (empty) 90
Because of the design of a locomotive, it is difficult to maintain the braking ratio. However, as
the braking ratio on tender and passenger cars can be somewhat maintained, the above applies.
If the braking ratio is too large, the wheels may slide. Therefore, in the case of ordinary empty
cars, it is desirable to make this less than 100%. The reason why the braking ratio of a train is
larger than that of a ordinary passenger rail car is because the train is often required to stop
relatively quickly. The reason that the electric locomotives and electric multiple units (EMU)
have a larger braking ratio than that of steam locomotives and trailer cars is because the inertial
force of the armature in the motor is being taken into consideration.
It is noted that cars for working that are not used for transporting freight or passengers are
considered to be rolling stock that do not require a stipulated brake ratio.
Old rolling stock from the days of the Japan National Railway were manufactured based on this.
Because of this, part of the braking ratio stipulated in the former JNR Railway Structure
Regulations and Explanation (Proposed) was added to the braking ratio stipulated in the fomer
Ministerial Ordinance and stipulated in the Approved Model Specification.
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③ Braking ratio of parking brake on steam locomotive
Chapter 3, Section 5, Article 83 "Brakes" (Braking ratio of hand and side brakes) of the former
JNR Railway Structure Regulations and Explanation (Proposed) (December 1, 1955, Revised
October 1, 1959) stipulated the following.
"Article 83 - The hand brake or the side brake must be capable of attaining 2/10 or more of the
pressure operating the brake shoe (empty) to the rail pressure by the wheel applying the brake.
Explanation
Because it states that, "The continuous brake is the main brake applied on a train and the hand
and side brakes are those that have a supplemental function, such as for parking or in the event
of an accident and therefore do not need the large braking ratio found in the continuous brake.
In addition, because the hand and side brakes use manual force, attaining a large braking ratio
would be difficult, so the stipulations found in this article are based on previous experience."
Old rolling stock, such as steam locomotives, etc., from the days of the Japanese National
Railway were manufactured based on this.
In addition, while there have been no new steam locomotives manufactured in recent years,
there are locomotives that were manufactured during the days of the former Japanese National
Railways that are now being restored and the upgrading, etc., of the parking brake has been
difficult. Moreover, during the days of the former Japanese National Railways, the braking ratio
was for each axle, so the new Ministerial Ordinance was revised to stipulate the braking ratio
be for units of each car being used today.
2. Design philosophy -- None
3. Description of related ordinances and notifications
(1) In regards to the emergency stopping distance of a train, trains on railways other than the
Shinkansen use the emergency braking distance of 600 meters or less as the standard and this is
stated in Standards relating to the Approved Model Specification 5, Ministerial Ordinance Article
106 (Train protection) This value is stipulated as a necessity in the relationship with train protection
and does not exist as the fixed value for the emergency braking distance of a train.
Refer to "Commentary: Technical Standard Relating to Railways (Operation Edition)" for details.
(2) In No. 13 of the Japan Aeronautic Committee Bulletin dated September 6, 2006, the Aircraft and
Railway Accidents Investigation Commission proposed, "The necessary measures shall be taken so
that deceleration by the emergency brake that is used following maximum service braking will not
be inferior to the deceleration by maximum service braking." Based on this, the Japan Ministry of
Land, Infrastructure, Transport and Tourism gave notification in JNR Policy No. 49,"Regarding the
improvement of railway rolling stock brake devices," dated September 6, 2006 about the required
contents of the improvement and the implementation period, etc., for rolling stock having brake
device pressure booster functions that can increase deceleration and pointed out that there is also a
need to consider these items in rolling stock to be manufactured in the future.
4. Reference Standard -- None
5. Reference documents -- None
118
6. Related committees, etc.-- None
IV. Braking Devices for Cable Railways

(Commentary)
Cable railways do not use the same type of service brake equipment that is used on ordinary rolling stock; all
operations are performed by the winch. However, there are cases when only the rolling stock needs to be
safely stopped, such as the cases when parking the rolling stock when it is not in service, and the cases when
the cable has become slack or severed, etc. There are hand-operated brake devices for the former condition
and emergency brake devices for the latter condition. Fig. 1 shows an assembly drawing of the cable car
bogie. The emergency brake device is normally used as follows.
(1) When the cable is severed or becomes slack (Automatic)
(2) When the crew determines that an emergency stop is necessary and has operated the pedal or
emergency cord. (Passive)
(3) When the speed of the rolling stock has exceeded the value for the prescribed operating speed
(Overspeed - Automatic)
Flat wheel
Flange wheel
Locking device foot plug
Hand brake handle
Brake release cylinder Brake release pump
Hand brake device Emergency brake device
Fig. 1 Bogie Assembly Drawing
1. Summary of brake devices

There are various designs of emergency brake devices currently being used. Generally these can be
classified into either spring/gravity types and dynamic pressure types. Each uses either spring, the
rotational force of the wheel or fluid pressure as the braking source and ultimately, the rail is grasped by
the force by the brake shoe, and it is this frictional force that acts to stop the rolling stock. Fig. 2 shows a
spring-type braking device and rail-grasping section.
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Fig. 2 Rail Grasping Section of Spring Brake Device
(1) Spring-type braking device (Fig. 3)

If the cable becomes slack, link ③ is pulled downward by the weighted spring ② of rope lever ①
and the brake pull rod ⑥ linked by ④ ⑤ is pulled to the right to unlock the lock ⑦. Brake lever ⑪
is normally compressing the closing spring ⑩, which is locked by lock ⑦, so when the lock is
released, the wedge ⑬ is strongly pulled to the right by the opposite end that has been forcefully
pushed. The brake shoe is mounted on the surface of the wedge and since its back surface has a
slope (normally 1/10), its movement compresses the brake spring ⑮; it is by this clamping force
that the pressure is applied between the track and the brake shoe. The braking force is released by
the hydraulic pump ⑯ when hydraulic pressure enters the cylinder ⑰ and pushes the push rod ⑱,
causing the brake lever ⑪ to be restored to its old position and locking lock ⑦.
Brake shoe
Cable
Fig. 3 Spring Type Brake Device
(2) Gravity-type braking device (Fig. 4)

By lowering the rolling stock, the rotational force of the wheel is conveyed to a screw and the brake
shoe clamps the track.
When the tension in the cable is reduced, bell crank ① loses the force suppressing ⑰ and axle ③ is
turned in the direction of the arrow by weight ② or by spring force. This causes the cam ④ to
120
operate the shifter ⑤ and engage the clutch ⑥. Therefore, the rotation of the wheel is conveyed to
the friction clutch ⑮via chain ⑭ and the brake axle ⑪ is made to rotate via the friction plate.
When shaft ③ turns, the cam ⑦ that is secured to the other end releases the lock for lever ⑱
and rack shaft ⑧, and brake shaft ⑪ is rotated by pinion ⑩, which has been quickly pushed in
the direction of the arrow by the rack axle spring ⑨. If the brake shaft rotates, the brake shoe
secured to the lower end of the brake tong forcefully grasps the rail using the rotational force of the
wheel. To release the braking force, first tension is applied to the cable and then a spanner is applied
to one end of shaft ③ and brake shaft ⑪to turn it in the opposite direction; ① is then locked by
⑰.
Cable
Fig. 4 Gravity Type Brake Device
(3) Fluid pressure type braking device (Fig. 5)

There are various designs in which a brake shoe attempts to clamp the rail by introducing
compressed air that has been stored in air tank and sending air or oil into brake cylinder by
compressed air. The following explains the representative examples shown in the illustrations.
121
Cable
Fig. 5 Fluid Pressure Type Brake Device
When the cable becomes slack, the end of the rope lever ① goes down, and the brake pull rod ⑤
is pulled to the right, which is the same as on a spring-type brake device, and because of this, levers
⑥ ⑦ are rotated to the right and lever ⑯, which is suppressed by spring ⑧ goes down, pressing
the valve rod ⑰ inside of application valve ⑨, and push valve ⑱opens. Compressed air enters
into the oil tank ⑩ and when the application valve is opened, oil can flow through the pipe to the
brake cylinder ⑪, push the piston and force the wedge ⑫ between the rollers ⑬. There is an
external brake shoe mounted to the roller on the top side and an internal brake shoe mounted to the
roller on the bottom side and the mutual movement of these brake shoes strongly clamps the rail
vertically.
To release the brake, screw ⑮ is turned and the piston is pushed back with lever ⑲, locking the
application valve lever and closing the valve.
2. Brake device characteristics
As each type of emergency brake device has its good points and bad points, it is difficult to make
generalizations about which type is superior. The following provides the characteristics of each type so
that the most appropriate type can be selected for the topographical and operational conditions.
(1) Spring-type brake device
① The time after the cable severing to operation of the brake is extremely short (hereafter,
operating time), usually 0.1 seconds or less.
② It has a simple brake force transmission mechanism, so it is extremely efficient.
③ It is easy to adjust the braking force, but confirming operation by using a spring tester is
troublesome.
④ Only a little wear of the brake shoe will cause a reduction in braking force, so there must be
continuous inspection and maintenance of the play between the track and brake shoe. Recently,
two-stage wedge systems have started to be used and since this type can allow up to
approximately12 mm of play (on each side), it dramatically reduces maintenance requirements.
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⑤ Other than the locking section, the design is simple and easy to inspect.
(2) Gravity-type brake device
① The operating time is relatively long, approx. 0.25 seconds.
② This type uses the rotational force of the wheel as the source of the braking force. In other
words, since the weight of the rolling stock itself is used, it can have a lighter design.
③ The friction clutch enables adjustment of the braking force, but checking it is difficult.
④ This type enables the shortest release time of the brake, which is easy to perform.
⑤ Since the rolling stock wheels are mounted on one axle, if the wheelbase is long, it may cause
tread wear when operating on curved tracks.
(3) Fluid-type brake device
① The operating time is approximately the same as the gravity type, but if it approaches a pure air
type, it can achieve approximately 0.13 seconds.
② The transmission efficiency of the braking force is not very good.
③ The braking force can be checked continuously with a pressure gauge and its adjustment is
easy.
④ Continuous attention must be paid to air and oil leaks, so there is a need to provide sufficient
maintenance.
⑤ The operation for releasing the brake is not so difficult, but since the procedures are somewhat
complicated, a method of confirmation is needed.
Fluid is used for conveying power so it is easy to link braking when coupling operations are
performed.
There are the hand-operated braking devices in addition to the above emergency brake devices.
As was already explained, these brakes are not intended for stopping a moving rolling stock.
They are for retaining (stopped) rolling stock, so there is a need to have characteristics that
enable holding a fully loaded car on the maximum gradient.
There are two types currently being used, the wedge type and the screw type. With either type,
the brake shoe grasps the rail; Fig. 6 is a system drawing of the wedge type.
It shall be possible to operate this brake from either crew room located at both ends of the
inside of the car, and the riser axle is to be designed so that excessiveness does not occur in
relation to the deflection of the car body support springs between the carbody and bogie.
The force applied to the handle lowers the axle and is conveyed to the longitudinal axis of the
bogie, the pinion is rotated via the bevel gears, pushing the rack, which pushes the wedge
attached to the end of the rack into the space between the rollers at the upper end of the brake
tong, causing the track to be grasped at the brake shoe attached to the lower end.
123
Hand brake handle
Wedge
Rack
Pinion shaft
Hand brake - arm
Fig. 6 Testing Device for Hand Brake
Due to steep gradients, the braking force must be relatively large and as there is a need for a
large amount of play so that the brake shoe does not slide on the rail during normal operation,
there are brake systems that require the handle to turned a few dozen times. However, the shape
of the wedge has been changed on recent types so as to give two steps to the slope. The first
step closes the majority of the play and the second step of the slope is designed to generate the
regular braking, so 10 turns or less of the handle is now common.
3. Performance and testing of emergency braking device
(1) Braking process of cable cars
Fig. 7 shows the operation that would occur if the cable severed when the rolling stock is continuing
to descend at an operation speed of V0 on a road bed having a gradient of a.
Speed
Fig. 7 Brake Application Diagram
As stated earlier, the brake device requires time until it is completely applied, t1, followed by the
time until the rolling stock is decelerated and stopped by the braking force, t2. The figure shows the
speed curve when the braking force is considered to be stable. Since the running resistance of the
124
rolling stock is smaller than Wsin α, etc., this can be ignored, and the operation of the rolling stock
during this interval is as shown below.
From severing of cable up to the start of braking (0-1)
From the start of braking to the stopping of the rolling stock (1-2)
G: Braking force
Therefore,
Using t = 0: x = 0, x = V1
Since the rolling stock stops at t = t₂
or
Accordingly, S₂
or
Where, S2 is the braking distance, V1 is the speed of the rolling stock at the start of braking, which is
known as the initial braking speed.
The braking force G is multiplied by the friction coefficient of the rail clamping force of the brake
shoe, and if θ is used as the pressure for each brake shoe and n for the number of shoes, the friction
coefficient will be expressed as μ in the following equation.
Since there are two sets of braking devices per car, n is equal to 4.
125
(2) Performance of the braking device
In February 1955, under guidance from the former Ministry of Transport, a braking experiment
sponsored by the KENYUUKAI was conducted, which was followed by various investigations and
led to the stipulation of the structural standards for brake equipment on cable railways. Based on
this, the braking device for the rolling stock will require the following performance.
① The braking force of the rolling stock is calculated using formula (2), with the braking distance
being within 3.5 meters. However, if the brake shoe material is cast iron or arms bronze, use
0.20 as the friction coefficient between the brake shoe and the rail
② Regardless of the above, it must satisfy 0.15P＞Wsin α. Note that the P is the full pressure to
the rail of the brake shoe.
③ The initial braking speed does not exceed 4 meters per second.
④ The contact pressure between the brake shoe and the rail does not exceed 39.2 MPa (400 kg per
sq. centimeter).
⑤ The weight of each passenger is assumed to be 60 kg.
⑥ The steepest gradient is to be used.
Under the normal rail conditions for where the cable car will be operated, it is assumed that the
minimum average value of the friction coefficient with the brake shoe is 0.2 and because the
rolling stock has more braking force than is required, the braking distance is stipulated as being
within 3.5 meters, because the sudden shock from brake activation could injure passengers and
damage the rolling stock. When the operating speed is extremely low, and the above condition
is the only limitation, the braking force will be extremely small and the variations in μ (due to
rail conditions, etc.) will be cause for concern. Under these conditions, 0.15P＞Wsin α can be
used to alleviate concern. The upper limit for the initial braking speed and contact pressure is
thought to be based on the results of experience and experiments with existing equipment.
(3) Testing
Prior to the start of revenue service or periodically during a suitable period, tests are conducted to
inspect the functions of the braking system. At the manufacturing company, usually the braking test
is conducted using the following methods.
Fig. 8 shows the device and Fig. 9 shows the procedure. As shown in the figure, weight W1 which is
connected to the front end of a bogie setting on a level track, is suspended via a pulley, and when
the rolling stock is released, the rolling stock speed V0' at the time the rolling stock has traveled only
x from the starting point
Here, select W₁ = Wsin α
Or
126
is selected as the x, where V0' will match the operating speed at the actual operating location; the
bogie weight, loaded weight and suspended weight on the bogie are added to equal the gross weight
of the rolling stock W, and when the equipment is arranged so that the automatic brake system will
start to operated when the bogie has traveled only the distance x referenced above, the brake will act
on the rolling stock and stop it after it has only traveled a little. This enables these conditions to
match the gradient at the where the train is operated.
The speed of the rolling stock, the operating time of the braking device, etc., can be recorded on an
oscillograph, enabling the performance to be inspected.
Fig. 8 Brake Testing Device
Load Bogie
Weight W1 Starting lever
Loosing of rope
Rope lever Rope severing hardware
Fig. 9 Brake Testing Device Procedure Diagram
(4) Friction coefficient of between rail and brake shoe.

The emergency braking device is a rail grasping type like the present and in addition the brake is
directly controlled by the friction coefficient between the rail and brake shoe.
However, the term "friction coefficient" may not be appropriate. This is because the contact
pressure of the brake shoe is normally 19.6 to 29.4MPa (200 to 300 kg/cm2) (on average) and at the
time of braking, the friction speed approaches 4 m/s. In general, the temperature of the contact area
of the brake shoe reaches the melting point to a level at which the deposited metal from the brake
shoe adheres to the surface of the rail. Even during testing, when the thermocouple embedded inside
the brake shoe is positioned 1 mm away from the contact surface, it will record temperatures of
300°C or more. However, this mechanism may also be different at the time of the start of braking
and at the time of stopping. Solving this problem is extremely difficult, so the term "friction
coefficient" has long been used and the following shall be considered as the average value from the
127
start of braking to stopping.
Fig.10 shows the average friction coefficient attained by reverse-calculating the results of the actual
model experiment. This was conducted on dry rail conditions with a slight amount of airborne oil.
The friction coefficient is significantly affected by the condition of the rail surface and the material
of the brake shoe and while controlling this at the present time is somewhat difficult, it is thought
that, at the very least, variations of the level shown in the figure, are inevitable. Based solely on the
result of this figure, arms bronze has slightly less variations than cast iron (SF55).
Cast iron brake shoe

Arms bronze brake shoe
Average Friction Coefficient between Rail and Brake Shoe (μ)
Contact Pressure (kg/cm²)
Fig. 10 Measured Brake Coefficient
Fig. 11 shows that the brake device on a cable car is controlled by the friction coefficient. This
brake device is designed to provide a braking distance of 3 meters (when μ = 0.2) for a fully loaded
car on the steepest gradient. If, for example, an empty car with similar conditions was on the
gentlest gradient and μ was 0.35, the braking distance would be shortened to 0.3 meters, indicating
that there would be a relatively large shock at the time of braking. However, this is not a particularly
major problem when considered in comparison to an emergency condition, such as a cable severing,
etc., when a fully loaded car is on the steepest gradient. Rather, it enables the sure stopping of the
empty car to be visually confirmed. As diligent research is continued to be carried out, various
revisions can be expected in the future.
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Braking Distance
Steepest gradient - Full car

Gentlest gradient - Full car
Steepest gradient - Empty car
Gentlest gradient - Empty car
Friction Coefficient (μ)
Fig. 11 Friction Coefficient and Braking Distance
4. Design ideology -- None

5. Description of related ordinances and notifications -- None
8. Excerpt from Japan Cable Cars (Ohashi and Inoue et al., Testsudo Toshokannkoukai)
9. Related committees, etc. -- Brake system committee
129
Section 4. Structure of Car Body and Rolling Stock Devices
(Structure of Car Body)
Article 70. Rolling stock car body shall be made sturdy with enough strength and be capable of
withstanding train operation.

(Basic Items)
The car body of the rolling stock shall have sufficient strength, rigidity and durability to withstand the
anticipated loads, etc., to the car body during normal operation.
[Explanation]
I. General
1. Purport
In designing the car body of railway rolling stock, strength and structure shall be determined so as to
secure safety as well as convenience and maintainability corresponding to use.
(1) Basic features of car body
The car body is the most important component of railway rolling stock. Unlike general building
structures, the railway car body is required to withstand motion and load fluctuation. The car body
must have the appropriate strength and shape to handle the weight of electrical equipment and brake
parts, etc. installed under the floor and heavy current collectors and air conditioning equipment
installed on the roof. The car body is subjected to constant vibration and impact while running and
is used under severe conditions. Other means of transport such as automobiles are premised on the
passenger capacity and payload, while railway rolling stock is premised on the fluctuation of
passenger capacity (on commuter trains, the passenger capacity can reach 200 - 250% during
morning rush hours and the load fluctuation can reach as much as several tons (t)). Transportation
with rolling stock coupling multiple units as trains generally operates on fixed rails. Therefore,
while running, the car body is continually subjected to tension and compression loads applied from
the rolling stock in front and behind.
(2) Requirements for car body
The car body of railway rolling stock must be able to withstand applied load and impact as
described in (1) and it must also provide a comfortable ride for the passengers.
[1] Safety
The car body must secure sufficient strength for safe transport of passengers and freight. For
this reason, the parameters used for setting the strength conditions are very important.
High-speed rolling stock, such as the Shinkansen, requires an airtight structure that can cope
with changes in internal pressure when entering and exiting tunnels. Moreover, in rolling stock
that runs through long length tunnels, subways, etc., consideration is given to gangway
structure for the car body and to incombustible and flame resisting materials to cope with
possible events such as a train fire.
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[2] Comfort and convenience
Passenger cars must meet the requirements for comfort and convenience in addition to safety.
Especially for limited express trains where passengers have a long ride, it is important to
provide a comfortable, quiet environment. Therefore, in addition to ease of getting on and off
and moving around inside the train car, it is also important to establish the design in
consideration of interior temperature, quietness, shape and arrangement of windows, lighting,
colors, etc. For commuter trains, which require smooth operation during the morning and
evening rush hours, it is necessary to consider the appropriate number or size of side entrances
so that passengers can get on and off quickly, as well as a comfortable interior environment
under a full-capacity state including sufficient ventilation and air conditioning.
With respect to the stipulation by the Ministerial Ordinance that the car body “shall be made sturdy with
enough strength and be capable of withstanding train operation”, the coverage and elements to be
considered are described in the Approved Model Specification. The strength required of a car body is
assumed based on normal operation, which excludes the consideration of strength required for a head-on
collision accident of trains or the impact of rockfall.
3. Matters related to Article 7 of Ministerial Ordinance (Measures to Be Provided for Smooth Transport of
the Elderly and the Handicapped)
With respect to the car body, the provision of facilities to prevent passengers on the platform from
falling into the gap between coupled cars is required at the coupling portion of railway rolling stock, as
stipulated in Article 32 of the “Standards of a passenger facilities, vehicles, etc. required for promoting
easily accessible public transportation infrastructure for the aged and the disabled”.
II. Particulars
(1) The Approved Model Specification describes the Ministerial Ordinance stipulation that the “car
body of the rolling stock shall have sufficient strength, rigidity and durability to withstand the
anticipated loads, etc., to the car body during normal operation” and provides a concrete description
for “withstanding train operation”. The Approved Model Specification explains that although it is
required to consider the running state with passengers onboard and also the load from passengers at
full passenger capacity, as well as vibration during running and shocks during acceleration and
deceleration, it is not required to consider train collision accident, impact from rockfall, collision
with a large vehicle at a level crossing or the load generated by a disaster. With respect to rolling
stock for use as relief train, it is required that the car body not be damaged by relief work. The load
from shunting and train setting work involving uncoupling, suspension of the car body during
inspection and repair at a plant, etc. are not described in either the Ministerial Ordinance or
Approved Model Specification because this type of work is necessary for normal business operation,
but the design matching the actual state of this work is naturally required. Moreover, although not
stipulated in the Ministerial Ordinance, it is necessary in the actual design to determine the design
conditions for each railway operator, such as consideration of collision accident against general
motorcars or large automobiles for rolling stock running on sections of track with level crossings.
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(2) Accidental falls due to passengers mistaking the gap between coupled cars for an entrance or exit
shall be prevented by providing an external diaphragm, etc. to the coupling portion of the rolling
stock, based on Article 7 of the Ministerial Ordinance. “Standards of a passenger facilities, vehicles,
etc. required for promoting easily accessible public transportation infrastructure for the aged and the
disabled” describes the following.
Standards of a passenger facilities, vehicles, etc. required for promoting easily accessible public
transportation infrastructure for the aged and the disabled
(Car body)
Article 32. Facilities to prevent passengers on the platform from falling into the gap between
coupled cars shall be provided at the coupling portion (limited to portions coupled at all times) of
railway rolling stock.
However, this shall not apply to cases where facilities are in place on the platform to prevent
passengers from falling into the gap.
Moreover, the following is described in the related notification.
Notification relating to Standards of a passenger facilities, vehicles, etc. required for promoting
easily accessible public transportation infrastructure for the aged and the disabled
15. Car body
(Facilities to prevent passengers on the platform from falling into the gap between coupled cars)
15-1 The “portions coupled at all times” in Paragraph 1 of Article 32 refers to the gap between
rolling stock railway cars where coupling and uncoupling for changing the train set in accordance
with the operation schedule are not performed.
15-2 An example of “facilities to prevent passengers on the platform from falling into the gap
between coupled cars” in Paragraph 1 of Article 32 includes a vestibule diaphragm attached to the
car body end.
15-3 “Cases where facilities are in place on the platform to prevent passengers from falling into
the gap” are, for example, a case where platform doors or platform gates are provided.
From the above, facilities such as an vestibule diaphragm on the portions coupled at all times must
be provided to prevent passengers from falling into the gap between cars, except for cases where
preventive facilities are in place on the platform.
[1] “Portions coupled at all times” in the “Standards of a passenger facilities, vehicles, etc. required
for promoting easily accessible public transportation infrastructure for the aged and the
disabled” refers to so-called intermediate cars, with the intent to exempt the relevant coupled
portions of the frontmost rolling stock that are to be split and combined. Preventive facilities
are not required for the front section of the frontmost rolling stock because its shape makes
difficult for facilities to be installed and a diaphragm or similar preventive facilities would be a
hindrance when the frontmost rolling stock is running. However, it is desirable to provide such
facilities if the frontmost rolling stock is incorporated in the middle of the train set for the
operation schedule and the shape allows it.
132
[2] “Cases where facilities are in place on the platform to prevent passengers from falling into the
gap” in the Ministerial Ordinance refers to, in addition to a case where platform doors or
platform gates are provided, a case where the train is short such as a set of two cars and a crew
member can confirm the state of the platform, and a case where station personnel are present to
monitor the status of passengers on the platform and safety can be secured.
The content of the former Ministerial Ordinance is followed for the Ministerial Ordinance and the
Approved Model Specification, and additional measures to prevent passengers on the platform from
falling into the gap between coupled cars are prescribed in the ”Standards of a passenger facilities,
vehicles, etc. required for promoting easily accessible public transportation infrastructure for the aged
and the disabled”.
III. Related data

(1) Example of accident
Due to the application of a sufficient safety factor to the car body strength in railway rolling stock,
critical accidents caused by fracture of the car body have not occurred in recent years. In the era of
wooden rolling stock with low car body strength, the car body was wrecked at the time of
derailment, resulting in serious damage. Although strength has improved with the use of steel
materials, many train collision accidents and level crossing accidents due to other factors have
occurred. As previously mentioned, the Ministerial Ordinance does not require car body strength in
consideration of train collisions and collisions against large automobiles, but it is desirable to take
such accidents into account to mitigate the resulting damage.
(1) Load condition
The strength required of a car body differs depending on the use conditions, and it is necessary to
secure strength in consideration of not only static load conditions but also dynamic load conditions.
It is desirable for each railway operator to determine the load conditions taking into consideration
the circumstances at the traveled sections of track, such as running speed, number of passengers and
shunting method. The concept of load conditions in the former Japanese National Railways is
shown below for reference.
(For the design philosophy of the frontmost section of rolling stock in the former Japanese National
Railways, refer to 2 Design philosophy, [Explanation] III Related Data of Article 72 (Structure of
Driver’s Cabin).)
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Name Definition Load standard Notice
Vertical load Tare Weight of car Weight obtained by Distributed
body structure subtracting bogie weight evenly on the
and weight of devices and surface of the
interior decoration, etc. underframe
from tare weight of
rolling stock
Vertical load Passenger load Passenger weight Passenger weight

Passenger on suburban
commuter train: 55 kg
Passenger on limited
express train: 60 kg
Maximum passenger
weight
Long seat: Three times
Mixture of transverse and
longitudinal seating, seat
arrangement combined
with longitudinal and
transverse, Transverse
seating: 2.5 times
Load of devices and Weight of devices Weight of applicable Heavy objects are
interior decoration and interior devices and interior calculated by
decoration decoration concentrated load
Vertical inertia force Inertia force Bogie with coil springs
generated by (Weight of portion
vibration during subjected to inertial
running force) × 0.3
Bogie with air springs
(Weight of portion
subjected to inertial
force) × 0.1
Longitudinal Longitudinal Tension Tensile force Passenger car having an
load force of acting on rolling electric railcar, diesel
rolling stock stock as part of railcar or tight lock
end the train set coupler: 343 kN
Other passenger cars: 686
kN
Shinkansen: 490 kN
Compres- Compressive Passenger car having an
sion force acting on electric railcar, diesel
rolling stock as railcar or tight lock
part of the train coupler: 490 kN
set Other passenger cars: 980
kN
Shinkansen: 980 kN
Impact load Load from the (Tare + passenger load) × This value is for
impact of rolling 0.3 a case where the
stock end fatigue design of
couplers and
buffers is
considered.
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(2) Shape of car body
With respect to car body shape, the sectional form is restricted by rolling stock gauge and the
longitudinal direction is generally established within the range where the overall width of car body
is not reduced due to deviation. Lengthening of the overall length of car body is conceivable for
securing transport capacity, but when the car body is made 20 meters or longer in the standard
rolling stock gauge, it is necessary to narrow the rolling stock end and center width of the car body.
Changing the car body structure to satisfy these dimensions will increase the manufacturing costs
for the side of the car body and the underframe, and will actually decrease the transport capacity
due to a reduction in the floor space. With respect to the roof, an arc shape is commonly used for the
standard rolling stock gauge. On the other hand, in the Shinkansen and new transport systems, etc.,
the upper part of the rolling stock gauge is a plane and the roof shape is also almost a plane surface.
3. Related notifications
(1) Standards of a passenger facilities, vehicles, etc. required for promoting easily accessible public
transportation infrastructure for the aged and the disabled (Ministry of Transport, Ministry of
Construction No. 10)
(2) Notification related to Standards of a passenger facilities, vehicles, etc. required for promoting
easily accessible public transportation infrastructure for the aged and the disabled (Railway
Technical Report No. 97 November 15, 2000)
4. Referenced standards
(1) JIS E 4021 Rolling Stock - Measurement of noise inside railbound vehicles
(2) JIS E 4022 Methods of waterproof test for railway rolling stock
(3) JIS E 4023 Vibration Characteristics of railway rolling stock - Measuring methods
(4) JIS E 4031 Rolling stock equipment - Shock and vibration tests
(5) JIS E 4032 Railway rolling stock parts - Test methods for shock
(6) JIS E 7103 Rolling Stock - General requirements of carbody for passenger car
(7) JIS E 7105 Rolling stock - Test methods of static load for body structures
(8) JIS E 7106 Rolling stock - General requirements of carbody structures for passenger car
5. References
(1) Introduction to Passenger Car Engineering, Railway System Research
(2) History of Critical Railway Accidents, Grand Prix Book Publishing
(1) Investigation and Study Group on Preventive Measures for Falling Between Rolling Stock March
2001
(2) Study Group on Model Design March 2001
135
(Structure to Abate Extreme Noise)

Article 71. Rolling stock to be used by Shinkansen shall be of the structure to abate the extreme noise
generated from high-speed run. However, rolling stock used for accident recovery, testing of facilities,
and inspection or maintenance is exempted from this standard.

(Shinkansen)
Shinkansen rolling stock shall have a construction that takes the prevention of substantial noise during
the traveling of the train into consideration, such modifying the pantograph, smoothing of the carbody,
reducing weight, etc., in order to reduce the pantograph noise, aerodynamic noise and noise from
structural items.
However, rolling stock that have a different construction than conventional rolling stock, such as
rolling stock that is used for inspection and maintenance and rolling stock used for recovery from
accidents, etc., which must ensure this operability, etc., and which do not travel on a regular basis, are
exempt from the stipulations of this standard. However, track testing cars and electric testing cars that
travel at the same speeds as revenue-service trains during revenue service time periods shall strive to
take noise-reduction countermeasures into consideration to the extent that they does not affect the items
being tested.
[Explanation]
I. General
1. Purport
The noise generated from running trains is unavoidable due to the structure of a railway, and in order for
railways to operate and expand with the understanding of people living along the line, it is necessary to
consider measures against extreme noise accompanying trains in motion. This provision requires efforts
to reduce the noise in Shinkansen rolling stock and is the content stipulated in Section 2 of Article 58 of
the former Regulation of Shinkansen railway construction. Technical standards and detailed explanation
regarding noise have been prepared by the Environment-related Technical Standard Study Group. With
respect to railway noise, not only rolling stock but also ground facilities and operation conditions, etc.
should be comprehensively considered, but this item illustrates measures specifically regarding the
rolling stock structure.
2. Relationship between Ministerial Ordinance and Approved Model Specification None
II. Particulars
Countermeasures for noise currently taken for the Shinkansen are those of ground facilities and rolling
stock facilities. Examples of general countermeasures are shown below.
(1) Noise-reduction countermeasures for ground facilities
Noise-reduction countermeasures for ground facilities include a study on the provision of noise
barrier, sound-absorbing board, etc. as well as rail grinding as necessary. If noise barrier already
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exist, raising, etc. is studied with a full analysis of the strength of the structure.
Examples of noise-reduction countermeasures for ground facilities

Countermeasures for sound source of Prolongation of rail length with welding
track facilities Rail grinding
Countermeasures for sound source of Noise barrier
ground facilities Sound-absorbing board
(Note) If countermeasures for the sound source, etc. are taken in combination, it is necessary to
consider the fact that the effects of countermeasures are not necessarily a simple addition.
(2) Noise-reduction countermeasures for rolling stock facilities

As noise-reduction countermeasures for rolling stock facilities, the structure, etc. of the pantograph
is studied as a countermeasure for current collecting system noise, and smoothing of the car body
shape and modification of the shape of the frontmost rolling stock are studied as countermeasures
for aerodynamic sound. Moreover, smoothing of the wheel treads is studied as a countermeasure for
rolling noise. However, rolling stock used for accident recovery, testing of facilities, and inspection
or maintenance are exempt from the stipulations of this standard due to the restriction on required
functionality. However, track testing cars and electric testing cars that run at the same speeds as
revenue-service trains during revenue service time periods need to strive to take noise-reduction
countermeasures as in Shinkansen passenger trains to the extent that they do not affect the items
being tested.
Examples of noise-reduction countermeasures for rolling stock facilities

Modification of pantograph shape
Installation and modification of pantograph cover
Countermeasures for current collecting Reduction in the number of pantographs
system noise Conversion to parallel pantographs by
pull-through of high-voltage bus line to reduce
arc noise
Smoothing of car body
Countermeasures for aerodynamic sound
Modification of shape of frontmost rolling stock
Countermeasures for rolling noise Prevention of wheel flat
Countermeasures for noise from structural Weight reduction of rolling stock
components
(1) This Ministerial Ordinance is the content stipulated in the former Regulation of Shinkansen railway
construction.
(2) In the former Ministerial Ordinance, rolling stock used for “maintenance” was exempted, but in this
Approved Model Specification, consideration must be given to “track testing cars and electric
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testing cars that travel at the same speeds as revenue-service trains during revenue service time
periods” conditionally, and noise-reduction countermeasures are to be considered for testing cars
such as Doctor Yellow.
III. Related Data

1. Past circumstances (example of accident) None
3. Contents of related notifications
(1) Environmental standards related to Shinkansen noise (Environment Agency Public Notice No. 46
July 1975)
The standards for regulating the environmental conditions of Shinkansen Superexpress Railway
noise (hereafter “the environmental quality standards”) are established as follows according to Article 9
of the Basic Law for Environmental Quality Standards and the target dates for achievement thereof.
Maintenance of the standards is desirable to preserve the living environment and to contribute to
protecting people’s health.
[1] Environmental quality standards (Environment Agency Public Notice No. 46 29th July 1975)
1. The values of the environmental quality standards are established for each category of area
shown in the table below. Prefectural governors shall designate the category of area.
Category of area Standard value
I 70 or less (dB)
II 75 or less (dB)
NOTE: Area category I refers to areas used mainly for residential purposes and area category
II refers to other areas, including commercial and industrial areas, where the normal living
conditions shall be preserved.
2. The environmental quality standard values referred to in paragraph 1 above are measured and
evaluated using the following methods.
(1) Measurement shall be conducted by recording the peak noise level of each of the Shinkansen
trains passing in both directions, in principle, for 20 successive trains.
(2) Measurement shall be conducted outdoors and in principle at the height of 1.2 meters above
the ground. Measurement points shall be selected to represent the Shinkansen railway noise
levels in the area concerned, as well as points where the noise poses a problem.
(3) Periods during which there are special weather conditions or when the speed of the trains is
considered lower than normal shall be avoided when selecting the measurement time.
(4) The Shinkansen railway noise shall be evaluated by the power mean value of the higher half
of the measured peak noise levels.
(5) The measuring instrument used shall be a sound level meter that meets the requirements of
Article 71 of the Measuring Law (Law No. 51 of 1992), with A-weighted calibration and
SLOW-weighted dynamic response.
3. The environmental quality standards provided for in paragraph 1 shall apply to Shinkansen
railway noise from 6 a.m. to 12 midnight.
138
[II] Target dates for achievement
Efforts shall be made in cooperation with related administrations and prefectural governments to
meet and maintain the environmental quality standards within the target dates for achievement
specified for each classification of zones along the Shinkansen Superexpress Railway lines as shown
in the table below. In areas where it is deemed difficult to attain the environmental quality standards
within the target dates for achievement, measures shall be taken to control the Shinkansen railway
noise, such as soundproofing houses, with a view to obtaining indoor conditions equivalent to those
where the environmental quality standards are being met.
Even if endeavors fail to meet the standards within the target dates for achievement, such efforts
shall be continued in order to meet the environmental quality standards as soon as possible.
Category of area Standard value
I 70 or less (dB)
II 75 or less (dB)
Classification of zones along the Shinkansen Superexpress railway Target dates for achievement
Existing lines Lines under construction New lines
a Zones 80 or more (dB) Within 3 years Immediately on start of service
b Zones more than 75 and less than 80 (dB)
A Within 7 years Within 3 years of start of service Immediately on start of service
B Within 10 years
c Zones more than 70 and 75 or less Within 10 years Within 5 years of start of service
NOTE:
1. Subdivision A under the b classification refers to zones within the region in which there is a
succession of category I areas, and subdivision B refers to zones besides subdivision A.
2. Existing lines, lines under construction, and new lines in the table refer to the following.
(1) Existing Lines: Tokyo-Hakata section
(2) Lines Under Construction: Tokyo-Morioka, Omiya-Niigata, and Tokyo-Narita sections
(3) New Lines: New lines, being those other than the lines of the preceding (1) and (2).
3. With respect to existing lines, the target dates for achievement are calculated from the day on
which the environmental quality standards are established.
[III] Implementation policy for noise control

1. In implementing noise control for the Shinkansen Superexpress Railway, area a shall be given
priority and special attention.
2. The methods for implementing noise control for areas b and c along existing lines shall reflect the
state of progress of policies to overcome obstacles related to the development and implementation of
sound source control technology, the system for such implementation, and revenue measures, all with
respect to area a.
139
JIS E 4021 Rolling Stock – Measurement of noise inside railbound vehicles
5. References
Explanation of Environment-related Technical Standard June 2001
Study Group on Environment-related Technical Standard June 2001
140
(Structure of Driver’s Cabin)
Article 72. Driver’s cabin shall be separated from passengers in order for the driver not to be disturbed,
and shall be provided with exclusive entrance and exit as the train operation is not interfered with. This
does not apply, however, to a driver’s cabin of the special car.
2 Window of a driver’s cabin shall be able to provide the view necessary for driving. The front window
shall also have sufficient strength to protect a driver from gravel, wind pressure and other objects. This
does not apply, however, to a driver’s cabin of special car.

(Basic Items)
1 Crew room construction shall be as shown below. (Excluding special cars)
(1) The crew room shall be partitioned from the passenger room.
(2) Notwithstanding (1), cabs that may not be staffed by a crew member shall have a construction
that provides a door, etc., partition so that passengers cannot easily contact the equipment
provided in the cab, or shall have a construction whereby the same devices, etc., that can be
mechanically or electrically locked.
(3) The exterior entrance/exit for the crew room shall be as shown below.
[1] An exterior entrance/exit for the crew shall be provided. However, this shall not apply to
rolling stock that enables the crew to easily enter/exit through the passenger room, etc.
[2] The door of an entrance/exit on the side of the rolling stock shall be an inward-opening
hinged door or a sliding door. However, when the door only opens to the cab, and when a
device is provided to indicate this, an outward-opening door may be used. When an
outward-opening door is used, a gap of 75 mm or more shall be maintained between the
opened door and the structure clearance.
(4) On passenger cars having a crew room, an entrance/exit with a sliding door or hinged door
construction shall be provided between the crew room and passenger room, etc. In this case,
when a hinged door is to be used for evacuation in the event of emergency, it shall open into the
crew room, or be capable of opening in both directions.
2 Crew room windows shall be as shown below.
(1) A window having the necessary visibility for operation shall be provided on the front surface of
the cab and a wiper device, etc., shall be provided to ensure visibility during rain, etc.
(2) Glass, or other material having equal or better performance, that can withstand the wind
pressure from the operating travel speeds and climatic conditions, that can ensure operator
visibility even when damaged by a small stone, bird or other flying objects, and that cannot be
easily penetrated, shall be installed in this window. In this case, JIS R 3205 or JIS R 3213
laminated glass, are examples of conforming glass that cannot be easily penetrated.
141
(3) Windows necessary for operation shall be provided on both sides of the crew room. In this case,
the windows on both side surfaces (when the conductor’s room is provided on one side of the
rolling stock, that side) that are to be used by the conductor shall be capable of being opened
and closed.

3 Shall be according to the basic items. However, this shall not apply to 1 (3) [2], (4) and 2 (3)
(limited to windows used by the conductor).
(Cable Railways)
4 Shall be according to the Basic Items. However, in addition to reading “necessary for operation” as
“necessary for forward confirmation” in 2(1), 2(2) and (3) shall not apply.
[Explanation]
I. General
1. Purport
To ensure safe train operation, it is described that in the crew room, the driver shall be able to perform
his duties without hindrance, that the visibility necessary for driving shall be provided and that the
necessary entrance/exit shall be provided. In general rolling stock, the driver’s cabin is also used as the
conductor room, and as the structural requirements are common in many areas, they are described in this
item.
With respect to the phrase in the Ministerial Ordinance that reads “in order for the driver not to be
disturbed”, [Basic Items] 1(1) and 1 (2) in the Approved Model Specification describe that the
construction of the crew room shall be partitioned from the passenger room to ensure that the driver is
not disturbed and the construction of the cab shall prevent passengers from coming into contact with the
equipment in a driver’s cabin not staffed by a crew member. [Basic Items] 1 (3) and 1 (4) of the
Approved Model Specification describe the “provision of a necessary entrance/exit” and [Basic Items] 2
(1) - (3) describe that “Window of a driver’s cabin shall be able to provide the view necessary for
driving. The front window shall also have sufficient strength to protect a driver from gravel, wind
pressure and other objects.”
II. Particulars
(1) With respect to “shall be partitioned from the passenger room” in [Basic Item] 1 (1) of the
Approved Model Specification, partition by a pipe, etc. is required at the minimum, but it is
desirable for the crew room to be partitioned from the passenger room by means of a wall or door.
This is intended to prevent the disturbance of driving operation of a crew member by passengers
entering the crew room when the passenger room is crowded or to prevent a malfunction due to
passengers coming into contact with the switches. When it is necessary to collect the fares on
railway one-man operated rolling stock, partition using a pipe, etc. is unavoidable.
142
(2) It is stipulated in [Basic Item] 1 (2) of the Approved Model Specification that intermediate driver’s
cabin not staffed by a crew shall be constructed with a door or wall partition so that passengers
cannot easily come into contact with the switches, etc. in order not to disturb the driver. If this type
of construction is not provided, locking of the devices is required. “Shall have a construction
whereby the devices, etc. can be mechanically or electrically locked” refers to a request that the
train operation not be disturbed by passengers operating the devices when the driver’s cabin is
incorporated in the middle of the train set. Mechanical locking refers to the attachment of lids, etc.
to lock the devices and electrical locking refers to a state where train operation is not disrupted even
if the devices have a construction whereby the electric circuit is interrupted.
(3) “Rolling stock that enables the crew to easily enter/exit through the passenger room, etc.” in [Basic
Item] 1 (3) of the Approved Model Specification refers to rolling stock where an entrance/exit for
passengers is provided at the nearest location on the side where the driver’s cabin is provided and
the crew can easily use said entrance/exit even when the passenger room is full.
(4) The description of “a hinged door is to be used for evacuation in the event of emergency, it shall
open into the crew room, or be capable of opening in both directions” in [Basic Item] 1 (4) of the
Approved Model Specification is clearly stated to eliminate any ambiguity as to the hinged door
opening into both the driver’s cabin and the passenger room, which was not clear in the stipulation
to “open into the driver’s cabin” in the former Ministerial Ordinance.
(5) Window glass that “can ensure operator visibility even when damaged by a small stone, bird or
other flying objects, and that cannot be easily penetrated” in [Basic Item] 2 (2) of the Approved
Model Specification refers to the type of glass required to prevent the front view from being
obscured by the entire glass turning white when the front glass is broken during driving, resulting in
the inability to drive. The glass must also be of a type that does not shatter or produce sharp
fragments when broken so as to prevent the driver from being injured.
(1) This item has unified the contents stipulated in the items “Driver’s Cabin” and “Conductor Room”
of the former Ministerial Ordinance into the “Crew Room” and describes it as the structure of the
crew room. The equipment of the crew room is described in Article 79 (Equipment of a Driver’s
Cabin).
(2) “Partitioned from the passenger room, etc.” in the former regulation of railway construction and
“separated from the passenger room” in the former Regulation of Shinkansen railway construction
are included in “for the driver not to be disturbed” in the Ministerial Ordinance.
(3) “Safety glass that can withstand the wind pressure” stipulated in the former Regulation of
Shinkansen railway construction is a similar requirement to that of “glass that cannot be easily
penetrated” stipulated in the former regulation of railway construction and therefore, it was unified
into the stipulation content of the former regulation of railway construction.
(4) [Basic Item] 2 (2) of the Approved Model Specification notified in March 2002 describes that “JIS
R 3205 or JIS R 3213 laminated glass are examples of conforming glass that cannot be easily
penetrated”, but the portion relating to railway rolling stock of the relevant JIS R 3205 was already
established as JIS R 3213 (Safety glass for railway rolling stock) in 1998. Therefore, the description
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of the Approved Model Specification was made consistent by the partial revision of the Approved
Model Specification in Railway Technical Report No. 70 dated November 27, 2006.
Crew room: This refers to the driver’s cabin and the conductor room in which train operation is handled
and does not include an in-train sales preparation room or a conductor room in which operation is not
handled.
III. Related Data

1. Past circumstances (example of accident)
The door between the passenger room and the crew room, when it is a hinged door, was stipulated to
open into the crew room side so that it is possible to open the door even when passengers rush at it in an
emergency, as in the case of Sakuragicho fire accident on the Negishi Line occurred in 1951 (for details
of the accident, refer to [Explanation] III Related Data of Article 83 (Rolling Stock Fire Prevention).)
The reason for this is that if the opening direction is into the passenger room only, but the door is being
pushed by a crowd of panicked passengers, it cannot be opened into the near side (passenger room side),
hindering evacuation.
(1) Concept of crashworthiness
The safety of the front section is not specifically stipulated in the Ministerial Ordinance. However,
in the actual design, it is desirable to consider the safety of the crew of the motive power car and to
minimize the damage to rolling stock at the time of level crossing accident, etc., because the
driver’s cabin is generally at the frontmost section of rolling stock. In the former Japanese National
Railways, in consideration of these points, structural strengthening of the frontmost section was
performed taking into consideration the conditions of the traveled sections of track. Frontmost
section strengthening tests were conducted on Japanese National Railways rolling stock several
times in September 1963 and October 1974. The result was the adoption of thicker front outside
plates (t-4.5 mm) and a elevated driver’s cabin floor (300 mm), conversion to safety glass for the
front window (laminated glass 8.3 mm) and measures to rotate the partition swing door of the crew
room 180° for emergency evacuation.
3. Content of related notifications
Relating to Article 190 and Article 191 of Operating Notifications of the former regulation of railway
construction
(1) JIS E 6003 General rules for design of Driver’s Cabins of electric commuter cars
(2) JRIS E 4116 Pneumatic window wipers for railway rolling stock
(3) JIS R 3213 Safety glass for railway rolling stock
5. References
Introduction to Passenger Car Engineering, Railway System Research
6. Related committees None
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(Structure of Passenger Car or Compartment)

Article 73. Passenger car or compartment shall comply with the following:
(1) Window of passenger car shall have sufficient strength, and when open, shall be free from the
chance of contacting other facilities or endangering passenger to fall out;
(2) Passenger car shall be capable of required ventilation;
(3) Lightening facilities shall be installed for operation at night or in tunnels to keep passenger car or
compartment properly illuminated even at the time of emergency;
(4) Isles shall provide safe and smooth passage of passengers;
(5) Seats or standing space for passengers shall secure safety, taking oscillation of train into
consideration.
(6) Toilet shall be provided as needed.
(7) In addition to the aforementioned, passenger car shall be able to provide safe utility for passengers.

(Shinkansen)
1 Passenger room construction shall be as shown below.
(1) Windows shall be as shown below.
[1] Shall not be capable of opening to the outside.
[2] The height of the bottom border of the opening section (the section that passengers and
staff can open, hereafter the same) from the floor surface shall be as follows.
(A) Window at the side surface of seat or behind a seat: 800 mm or more.
(B) Window facing an aisle: 1200 mm or more.
[3] Dimensions of opening section (dimension between upper border and lower border) are as
shown in the table below.
Dimensions of openings
Height General Rolling stock operated on Rolling stock operated on
from rolling sections where the space sections where the space
floor stock between the centerlines of the between the structure clearance
surface tracks is narrow. (Note 1) and rolling stock clearance is
small. (Note 2)
Window 800 mm No limit 200 mm or less. 150 mm or less
contacting the or more However, no limit when there However, 250 mm or less when
side surface of 1200 are protective bars, etc., on the there are protective bars, etc., on
seat or behind mm window. (Note 3) the window. (Note 3)
a seat or less
1200 No limit No limit No limit
mm
or more
Windows 1200 No limit 200 mm or less. 150 mm or less.
contacting mm However, no limit when there However, 250 mm or less when
accommodations or more are protective bars, etc., on the there are protective bars, etc., on
for standing 1400 window. (Note 3) the window. (Note 4)
passengers or mm
an aisle or less
1400 No limit No limit No limit
mm
or more
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Note 1: When the maximum width of the rolling stock operating on track sections where the track
centerline space of the main line exceeds the maximum width of the basic limits for the
rolling stock clearance by less than 600 mm (excluding signs) , excluding rolling stock
where the maximum wide has been reduced to 600 mm or less than the track centreline space
of the main track.
Note 2: Rolling stock operated on sections where the space between the structure clearance and basic
limits of the rolling stock clearance at the side section is less than 400 mm.
Note 3: Protective bars on the window (including alternative facilities to these, hereafter the same)
shall be mounted on the outside of the window and the space between the center of this
mounting and the bottom border of the opening shall be in a range from 150 mm to 200 mm.
Note 4: Protective bars on the window shall be mounted on the outside of the window and the space
between the center of this mounting and the bottom border of the opening shall be in a range
from 100 mm to 150 mm.
[4] Window glass shall be safety glass or have performance that is equal to or better than it. In
this case, examples of “safety glass” is safety glass in compliance with JIS R 3205
laminated glass, JIS R 3206 reinforced glass or JIS R 3213 safety glass.
2. Passenger room interior ventilation shall be as shown below.
When natural
ventilation When forced air ventilation is provided
is used
Normal The total area of the The forced ventilation device shall have the performance
operation opening for the capacity that has been calculated using two times the
windows, etc., in the rated passenger capacity, based on a ventilation volume of
passenger room 13m3 per person per hour. (Note 1 and Note 2)
One of the during normal times One of the following shall apply in the event of the main
following shall shall be 1/20 that of power supply being interrupted.
apply in the the floor area of the [1] Be capable of maintaining the function of the forced
event of the passenger room of ventilation device for a fixed period.
main power said rolling stock [2] In addition to the windows in the passenger room, the
supply being (Note 1) total area of the openings added for side doors, etc.,
interrupted. shall be 1/20 that of the floor area of the passenger
room of said rolling stock. (Note 3)
Note 1: When natural ventilation alone or forced ventilation alone cannot satisfy the conditions, it is
acceptable to satisfy the conditions by adding/combining each respective capacity.
Note 2: On trains that will not be carrying more than the rated capacity, a capacity calculated by a
multiple of passenger capacity is acceptable.
Note 3: Measures shall be taken at these doors to prevent falling, etc. In addition, limited to when the
rolling stock consist is fixed, when the area of the opening for the side sliding doors is added,
the total of the surface area of the opening at the gangway connecting adjacent rolling stock
may be added to the total for the surface area of openings in said rolling stock, to make [the
total surface area of the openings] 1/20 that of the floor area of the passenger room of said
rolling stock. However, in this case, the total of openings for the all rolling stock in the fixed
consist shall be 1/20 that of the floor area of the passenger room of the entire consist for said
rolling stock.
3. Lighting shall be as shown below.

(1) Appropriate lighting devices shall be provided.
(2) Auxiliary lighting devices that will automatically come on in the event of the main power
supply being interrupted shall be provided. However, this shall not apply to lighting devices that
do not go out even when the main power supply is interrupted.
(3) When an auxiliary lighting device (including lighting devices that do not go out even when the
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main power supply is interrupted) is provided, illumination equal to or exceeding the level that
enables the positions of doors or door cocks, etc., to be identified shall be maintained. (The
reference standard shall be the brightness of two or more 10-watt incandescent bulbs for each
10 meter length of the vehicle.)
4. Aisles shall be as shown below.
(1) On passenger cars, an aisle shall be provided from the exterior entrance/exit to the seats.
However, this shall not apply to passenger cars on which it is possible to sit down on seats
immediately after [passing through] the entrance/exit.
(2) Aisles shall enable safe and easy passage.
(3) The effective width and effective height of the aisle shall be as indicated in the following table.
General rolling stock Rolling stock for a track width of 0.762 m,

More than 800 Within 800 mm rolling stock and track-less electric vehicles
mm from floor from floor with
surface surface a body length of 8 m or less
Effective width 550 mm or 450 mm or 400 mm or more
Note 1 more more
Effective height 1800 mm or more
Note: Effective width can be reduced in the section where the aisle height exceeds 1700 mm or
more when there is no impediment to passenger passage.
5 Accommodations for standing passengers shall be as shown below.

(1) Accommodations for standing passengers may be provided [when] limited to the floor space
other than the floor space provided for use by dedicated seating.
(2) Hand straps, hand rails and other facilities to ensure the safety of passengers shall be provided.
6 Seats shall be as shown below.
The passenger car shall be provided with the appropriate number of passenger seats by taking into
consideration the application of the rolling stock, the section of track it will use, etc. However, in the
case of passenger cars, this shall not apply to rolling stock that do not have a specified rated
passenger capacity (power supply rolling stock, dining rolling stock and rolling stock similar to
these).
7 Toilets shall be as shown below.
(1) Toilets, for trains traveling long distances, etc., shall be installed based on the application of the
rolling stock and the sections where it will be used.
(2) In principle, toilets shall be holding tank type (a type other than an open type).
[Explanation]
I. General
1. Purport
This Ministerial Ordinance stipulates the required structure, etc. of passenger cars necessary to secure
safety under the normally anticipated behavior of passengers.
The Ministerial Ordinance stipulates the structural performance required of passenger cars for the
“windows”, “ventilation”, “lighting”, “aisles”, “standing space”, “seats” and “toilets”, and the details of
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the structure are described in [Basic Items] 1–7 of the Approved Model Specification.
3. Matters related to Article 7 of Ministerial Ordinance (Measures to Be Provided for Smooth Transport of
the Elderly and the Handicapped)
With respect to the structure of passenger cars, in addition to the content described in the Ministerial
Ordinance and the Approved Model Specification, the provision and structure of space for wheelchairs,
the provision and structure of toilets that are accessible to persons in wheelchairs, the width of aisles, the
provision of handrails in aisles, etc. are required based on the “Standards of a passenger facilities,
vehicles, etc. required for promoting easily accessible public transportation infrastructure for the aged
and the disabled”.
II. Particulars
(1) The structure of the windows of passenger cars is described in [Basic Item] 1 of the Approved
Model Specification.
[1] Opening direction of window
Windows shall be of such structure that they cannot be opened outward and thus do not come
into contact with passengers on the platform during running, and rolling stock gauge is not
exceeded regardless of whether the train is running or is stopped.
[2] Height of bottom border of opening section from floor surface
(A) The description of the height of the bottom border of the opening section from the floor
surface is divided into “window at the lateral side of a seat or behind a seat” and “window
facing an aisle”. This is to make it easier to satisfy the conditions for natural ventilation to
be described later, and with respect to a window facing an aisle, to consider the prevention
of passengers falling from a window.
(B) The height dimension of a “window at the side surface of a seat or behind a seat” is set at
800 mm or more because the seat height is generally approximately 400 mm from the floor
surface and the seat back has the same dimension in many cases. Primarily, it is assumed
that passengers do not stand on the seat.
(C) The height dimension of a “window facing an aisle” is set at 1200 mm or more because it
is considered that a typical adult leaning against an open window will not fall outside the
passenger room due to vibration, etc. of rolling stock during running when the height of the
opening section is 1200 mm or more.
[3] Dimensions of opening sections
(A) The dimensions of opening sections are stipulated according to the running sections of
track. No restriction is provided on “general rolling stock” from the viewpoint of natural
ventilation, but opening section dimensions are restricted on “rolling stock operated on
sections where the space between the centerlines of the tracks is narrow” and “rolling stock
operated on sections where the space between the structure gauge and rolling stock gauge
is small” from the viewpoint of safety.
(B) The dimensions of opening section are stipulated to be 200 mm or less and 150 mm or less,
respectively, because it is considered that with this restriction of dimensions, no part of the
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body will come into contact with a structure, etc., unless a passenger intentionally sticks a
hand out of the window.
[4] Performance, etc. of window glass
The performance, etc. required of window glass is stipulated. This is to ensure sufficient
strength of the glass, and in addition, consideration is given so that passengers are not injured
even if the glass is damaged.
In addition, types of glass that are not included as examples in the Approved Model
Specification but that have performance related to heat resistance and impact resistance
stipulated in JIS R 3213 shall be regarded as having equal or better performance.
(2) Ventilation in passenger cars is described in [Basic Item] 2 of the Approved Model Specification.
[1] Although the former Ministerial Ordinance described “natural ventilation” as the main
ventilation and “forced ventilation” under certain conditions, both ventilation types were
described in parallel because air conditioning has prevailed and rolling stock where windows
do not open is increasingly common. With respect to “forced ventilation”, “shall be of a
structure where the necessary ventilation can be obtained even in a state in which the electric
power supply from the overhead contact line is interrupted” was stipulated in the former
regulation of railway construction, but was not stipulated in the former Regulation of
Shinkansen railway construction. Therefore, in consideration of Shinkansen trains, it was
determined that side sliding doors, etc. could be added to the area of the opening section on
condition that consideration is given to safety such as the prevention of falling as measures in
an emergency stop.
Moreover, if “1/20 or more of the floor space” cannot be satisfied even when the side sliding
door, etc. is included, the side sliding door, etc. of the adjacent rolling stock connected by a
gangway may be added to the area, though being limited to when the train set is fixed. However,
as a limitation in this case, the total opening section for all of the rolling stock in the fixed train
set must be at least 1/20 of the floor space.
[2] Based on the “Room ventilation conditions” of the Building Standards Act, the opening area of
the window sections of a passenger room using natural ventilation shall be “at least 1/20 of the
floor space”. (Reference: Paragraph 2 of Article 28 of the Building Standards Act)
[3] With respect to “ventilation volume of 13 m3 per person per hour”, the capacity of the forced
ventilation device, the “Environmental standard for a passenger room” of the Ergonomic Data
Sheet describes 13 m3 as the recommended value for the ventilation volume of theaters and
department stores. In addition, “the forced ventilation device shall have the performance
capacity that has been calculated using two times the rated passenger capacity” because it is
assumed that passengers of two or two and a half times the rated passenger capacity get
onboard commuter trains during the busiest times.
[4] When a side sliding door, etc. is added to the opening section, the concept of the opening
section and the floor space of rolling stock where a so-called deck and a passenger room are
separated by a partition door is, as shown in the illustration below, to not consider the partition
door and to satisfy 1/20 or more upon adding the opening section of side sliding doors that is
actually the portion that comes into contact with outside air.
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Side sliding Side sliding
Interior length of
door door
passenger room
Partition door Passenger Partition door

Deck room Interior width of Deck
passenger room
Side sliding Side sliding

door door
Sum of side sliding door opening section

Interior length of passenger room x interior width of passenger room
(If one unit of the rolling stock cannot satisfy the requirement, the train set may satisfy it, but
only in the case of a fixed train set.)
(3) Matters related to lighting in the passenger room are described in [Basic Item] 3 of the Approved
[1] Lighting devices are described in view of the need for appropriate brightness to maintain safety
and order at night and while running in a tunnel.
[2] The provision of auxiliary lighting devices (devices that will automatically go on in the event
of an interruption in the main power supply) is described. This means that the provision of
auxiliary lighting devices in addition to the above lighting devices is required for security, etc.
when any abnormal condition occurs. Naturally, auxiliary lighting devices may be of such a
structure that they are also used as normal lighting devices.
[3] Auxiliary lighting devices are premised on receiving electric power supply from a storage
battery and thus are usually not as bright as normal lighting devices. However, illumination that
at a minimum enables identification of the positions of door cocks, etc. is required to enable
evacuation from passenger rooms. As a guideline, the equivalent brightness to two or more
10-watt incandescent lumps for each 10 meters of vehicle length shall be provided.
(4) Matters related to aisles in the passenger room are described in [Basic Item] 4 of the Approved
[1] Although the provision of an aisle from the exterior entrance/exit to the seats is described, the
aisle does not necessarily need to be in contact with the front end of the seats when passengers
can smoothly reach the seats from the exterior entrance/exit.
(See the illustration below.)
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Entrance/
exit
Driver’s
Aisle Aisle cabin
Entrance/
exit
May not be an aisle
[2] It is desirable that there are no protrusions and differences in height is minimized in aisles to
enable safe and easy passage.
[3] The effective width and height of the aisles in general rolling stock are stipulated to be 550 mm
or more and 1800 mm or more, respectively, in consideration of providing easy passage for one
adult and passage for two adults moving in opposite directions. These dimensions also apply to
gangways. In addition, the effective width of rolling stock for a wheel gauge of 0.762 m and
rolling stock of guide rail type of railway, and track-less electric vehicles with a overall car
body length of 8 m or less is stipulated to be 400 mm or more as an exception because it is
difficult to secure the same effective width as that of general rolling stock in terms of structure
due to the small overall width of car body.
(5) Standing space is described in [Basic Item] 5 of the Approved Model Specification.
[1] Standing space may be provided when limited to floor space other than that provided for use by
dedicated seating because the space in which seated passengers place their feet shall not be
used as a standing space.
[2] In view of passenger safety (on the premise of normally predicted behavior), straps, handrails
and other facilities to ensure the safety of passengers shall be provided in the standing space.
[3] Calculation of the standing capacity shall be as per JIS E 7103 as the standard.
(6) Seats in the passenger room are described in [Basic Item] 6 of the Approved Model Specification.
[1] The passenger car shall be provided with an appropriate number of passenger seats by taking
into consideration the application of the rolling stock, the section of track on which it will
travel, etc. However, in the case of passenger trains, it is not always necessary to provide seats
for passengers for rolling stock cars that do not have a specified rated passenger capacity
(power supply car, dining car and similar cars). It is necessary, however to provide seats for
passengers for rolling stock with tatami mats.
[2] Calculation of the normal passenger seating capacity of rolling stock having chair-type seats
shall be as per JIS E 7103 and in recent years, the seat width tends to be wider.
(7) Toilets in the passenger rooms are described in [Basic Item] 7 of the Approved Model Specification.
Although the installation of toilets is not individually and specifically stipulated, it is desirable to
install toilets in cases such as trains running long distances and in the so-called “superior” trains. In
consideration of the sanitation of rolling stock and the wayside, toilets shall in principle be the
holding tank type and in this case, it is necessary to fully consider the circumstances of the
provision of wastewater treatment facilities.
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(8) The definition of wheelchair space and the number of wheelchair spaces to be provided are
stipulated in Article 1 and Article 31 of the “Standards of a passenger facilities, vehicles, etc.
required for promoting easily accessible public transportation infrastructure for the aged and the
disabled”, respectively. The related notification of said Standard stipulates the specifications (size,
provision of handrails, finishing of floor surface, presence/absence of steps, indication). Said
Standard, etc. must be referred to in the provision of wheelchair space.
(9) Article 31 of the “Standards of a passenger facilities, vehicles, etc. required for promoting easily
accessible public transportation infrastructure for the aged and the disabled” stipulates the structure
of the toilets to be used by wheelchair users and the width, etc. of the aisles to be used by
wheelchair users. This content is stipulated in addition to the Approved Model Specification of
Article 73 of the Ministerial Ordinance.
With respect to “aisles shall enable safe and easy passage” described in [Basic Item] 4(2) of the
Approved Model Specification, and with respect to aisles used by wheelchair users, the provision of
handrails is compulsory in addition to the conditions stipulated for general passengers as per
Paragraph 2 of Article 31 of the “Standards of a passenger facilities, vehicles, etc. required for
promoting easily accessible public transportation infrastructure for the aged and the disabled”. As
aisles refer to all spaces in which passengers move, a deck, etc. shall be included in aisles.
(1) Former regulation of railway construction “Passenger room (Article 194)”
Stipulations regarding lighting, air conditioning equipment in the former Ministerial Ordinance
were deleted because they were not related to safety. They are now left up to the judgment of each
operator.
(2) The former Special Railway Structure Regulations stipulated that the standing space may be
provided only in a location that satisfies the conditions of certain effective width and effective
height in rail-guided railways, track-less electric vehicles and cable railways. The seat specifications
were stipulated in detail for cable railways. In the former regulation of railway construction, too,
similar conditions were stipulated when they were established, but as there were no safety problems,
the conditions were deleted and the relevant Regulations were revised. As special railways were
similar to regular railways, the stipulation content of the former was integrated into that of the
former regulation of railway construction.
(3) The former Regulation of Shinkansen railway construction included the stipulation that the floor
space of passenger rooms “shall be 0.3 m2 or more per passenger”. However, the passenger capacity
of railways was originally positioned as the service passenger capacity and was intended only as a
guideline. As the passenger capacity is determined according to the judgment of the operators, this
stipulation was deleted.
(4) [Basic Item] 1(1) [4] of the Approved Model Specification notified in March 2002 describes that “In
this case, examples of “safety glass” are safety glass in compliance with JIS R 3205 laminated glass,
JIS R 3206 reinforced glass or JIS R 3213 safety glass”. However, for the relevant JIS R 3205, the
section relating to railway rolling stock was already established as JIS R 3213 (Safety glass for
railway rolling stock) in 1998. Therefore, the description of the Approved Model Specification was
152
made consistent by Railway Technical Report No. 70 dated November 27, 2006.
III. Related Data

(1) Circumstances regarding ventilation of Shinkansen
With respect to the captioned matter, in the former Regulation of Shinkansen railway construction, a
clear stipulation was not provided for ventilation in an emergency. When the performance
requirements were stipulated in the Ministerial Ordinance in December 2001, it was also stipulated
that the “passenger car shall be capable of required ventilation”, and for Shinkansen, it was
necessary to determine the ventilation method in an emergency in the Approved Model
Specification.
(2) Problems of ventilation in an emergency in Shinkansen
The Shinkansen is an airtight structure because Shinkansen trains enter and exit from tunnels at high
speed. Therefore, a continuous ventilation device that is less prone to being subjected to pressure
change of outside air is generally adopted for ventilating the interior of rolling stock railway cars.
However, an emergency electric power source (storage batteries and inverter) of extremely large
capacity is required to drive this device at power failure, which is not realistic. In addition, there is a
method of providing ventilation in an emergency apart from using the continuous ventilation device,
but it affects airtightness and therefore is difficult to adopt.
Moreover, there are cases of rolling stock that could not secure at least 1/20 of the floor space even
with securing the required ventilation area by opening the entrance/exit doors.
On the other hand, in regular railways, under the policy that the opening section of entrance/exit
doors “is not included in the opening section” in consideration of falling accidents, 1/20 or more of
the floor space shall be secured by using the window and door of the crew room (eliminating the
risk of passengers falling since this is not a passenger room).
(3) Countermeasures
Measures for the above problems are as follows:
- Concretization of preventive measures against falling when the doors are opened
It was determined that a net, etc. to prevent falling would be provided at entrance/exit doors.
- Measures for rolling stock where at least 1/20 of the floor space cannot be secured per rolling
stock (Green Car, etc.)
The Shinkansen is a fixed train set and when an entrance/exit door is provided at the nearest
position of the adjacent rolling stock, wind flows through both units of rolling stock. Therefore,
it was determined that the floor space and the opening section would be summed for two or
three units of rolling stock and that at least 1/20 of the sum total of the floor space shall be
secured with the sum total of the opening section.
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[Reference]
Study on driving the continuous ventilation device with storage batteries in Shinkansen rolling
stock at the time of a power failure of the overhead contact line
[1] Prerequisite
(A) Storage batteries shall be the type used for the 700 Series.
(B) Storage batteries shall be capable of driving the continuous ventilation device for 30
minutes or longer.
(C) The capacity of a continuous ventilation device shall be 16 kVA (700 Series).
(D) Study of the configuration of storage batteries + power converter for each rolling stock
[2] Study results
(A) Circuit configuration
As the power supply of the continuous ventilation device is AC 440V, an inverter is
required between the storage battery and the continuous ventilation device.
(B) Evaluation
- Approximately 70 units of storage battery (407 mm × 173 mm × 210 mm) are
necessary.
- The space of a passenger room utilized for storage batteries (impossible to equip under
the floor) is approximately 10 m2 per rolling stock and the seating capacity is reduced
by 25 passengers (amounting to five rows excluding the aisles).
- The weight increases by approximately 5 tons per rolling stock.
[3] Summary
As described above, storage batteries are technically feasible, but the disadvantages such as
reduced passenger capacity and increased weight are large, making them difficult to use in
practice.
3. Related laws and regulations and notification
transportation infrastructure for the aged and the disabled (Ministry of Transport, Ministry of
Construction No. 10)
(Definition)
Article 1 In this Ministerial Ordinance, the definition of terms listed in each of the following items
shall be as defined in the relevant Items, respectively.
1 Wheelchair space – Space provided in rolling stock, etc. for use by persons in wheelchairs
(hereafter “wheelchair users”), applicable to the following requirements:
A Sufficient space shall be provided for smooth use by wheelchair users.
B A handrail (including a hand grip and other similar facilities) shall be provided at a
position easily accessible by wheelchair users.
C The floor surface shall have a slip-resistant finishing.
D There shall be no steps that hinder the use of the space by wheelchair users.
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E There shall be an indication that the location is for wheelchairs.
(Passenger room)
Article 31 One or more wheelchair spaces shall be provided in each passenger room. However,
this shall not apply to an unavoidable case due to structural reasons.
2 Handrails shall be provided in aisles and passenger rooms.
3 When toilets are provided, one or more toilets per train shall be of a structure that is suitable for
use by wheelchair users. However, this shall not apply to an unavoidable case due to structural
reasons.
4 The effective width of one or more passages among those between passenger entrances/exits
conforming to the standard in Item 3 of the previous Article and the effective width of one or
more passages among those between the relevant wheelchair space and toilets conforming to
the standard in the previous Paragraph shall be 80 cm or more, respectively. However, this shall
not apply to an unavoidable case due to structural reasons.
(2) Notification relating to the Standards of a passenger facilities, vehicles, etc. required for promoting
easily accessible public transportation infrastructure for the aged and the disabled (Railway
Technical Report No. 97 November 15, 2000)
Notification relating to the Standards of a passenger facilities, vehicles, etc. required for promoting
easily accessible public transportation infrastructure for the aged and the disabled
14. Passenger room
(Wheelchair space)
14-1 “An unavoidable case due to structural reasons” in Paragraph 1 of Article 31 refers to a case
where it is difficult to provide wheelchair space due to structural restrictions on the rolling
stock, such as rolling stock of cable railways.
(Handrail)
14-2 “A handrail” in Paragraph 2 of Article 31 refers to facilities for passengers to hold on to in
standing space, and examples include posts in standing space and grip bars, and in aisles,
facilities serving as handholds when passengers are moving around. Their examples include
grip bars and handholds provided at the shoulder of the seat back.
(Toilets adaptable to wheelchair users)
14-3 “Structure that is suitable for use by wheelchair users” in Paragraph 3 of Article 31 refers to
the provision of the type of structure where wheelchairs conforming to the Japanese Industrial
Standards “Manually propelled wheelchairs (JIS T 9201-1998)” and “Electric wheelchairs (JIS
T 9203-1999)” can enter and exit, space that does not substantially restrict the action of
wheelchair users in the toilet, and equipment suitable for the use. The structure shown in
“toilets” of “Model design regarding vehicle structure of public transport for mentally or
physically handicapped persons and elderly persons (June 1990)” is one example.
where space for a toilet adaptable to wheelchair users cannot be provided due to structural
restrictions on the rolling stock. One example is one-man operated rolling stock where the
interior of the rolling stock is not visible from the driver’s cabin when a toilet adaptable to
wheelchair users is provided.
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(Aisle)
where it is difficult to secure the necessary dimensions due to structural restrictions on the
rolling stock.
(Information regarding operations)
14-6 “Other information regarding operations” in Paragraph 5 of Article 31 refers to the
information necessary for passengers to alight at the destination stations, and the examples
include different train types (limited express, express, rapid service, etc.) and destinations.
14-7 “Facilities displaying text, etc.” in Paragraph 5 of Article 31 are, for example, signs,
electronic bulletin boards, and display boards hanging in the rolling stock railway cars when
only two stations are connected. “Facilities providing sound” are, for example, public address
device provided in the passenger room.
(3) Building Standard Law
(1) JIS R 3213 Safety glass for railway rolling stock
(2) JIS E 7103 Rolling Stock– General requirements of carbody for passenger car
5. References
(1) Investigation Report Concerning Model Rolling Stock Design for Handicapped Persons and Elderly
Persons (Edited by the Institute for Transport Policy Studies, March 2001)
(2) Ergonomics Data Sheet (I) (Edited by the Rolling Stock Industrial Design Committee of the Japan
Association of Rolling Stock Industries, March 1979)
6 Related committees None
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(Structure of Passenger Entrance and Exit)

Article 74. Passenger entrance and exit shall provide safe and smooth boarding or alighting of
passengers, and the doors shall be equipped with automatic opening and closing devices that comply
with the following standards.
(1) Shall be able to open or closed simultaneously.
(2) Shall make it possible for crew to check and confirm the open or closed condition.
(3) Shall prevent the train from departing when open. (Train shall not be able to depart until after all the
doors are confirmed closed.) This standard would not apply, however, to a passenger car when a
crew can manually confirm the doors to be closed.
(4) Shall be able to be open manually for emergency. This will not apply, however, to the rolling stock
that run over the electrified section by the third rail.

(Basic Items)
1 Entrance/exits for passenger getting on and off shall be provided on both sides of passenger cars.
However, this shall not apply on rolling stock without accommodations for standing passengers,
when there are adjoining rolling stock at both ends of said rolling stock (the adjoining car on rolling
stock serving as the front-most or rear-most part of the train) and a gangway has been provided from
said rolling stock to a location near to which boarding from both sides can be accomplished.
2 The function and construction of entrance/exit for passenger getting on and off shall be as shown
below.
(1) The effective width of the entrance/exit for passenger getting on and off shall be 660 mm or
more and the effective height shall be 1800 mm or more. However, the effective width for
entrance/exits for [passengers in] wheelchairs shall be 800 mm or more (except for unavoidable
structural reasons).
(2) Entrance/exit for passenger getting on and off shall have sliding doors, inward-opening hinged
doors (including folding doors) or slide-type plug doors.
(3) The gap between the floor surface of the entrance/exit for passenger getting on and off and the
border of the platform shall be as small as possible within the range that there is no danger of
rolling stock travel being impeded.
(4) The height of the floor surface of the entrance/exit for passenger getting on and off and the
height of the edge of the platform shall be as even as possible.
(5) The floor surface of the entry and exits shall have a patterned-indented surface or the material,
etc., used for the surface shall be slip resistant.
3 An automatic door operating device shall be provided for the entrance/exit for passenger getting on
and off doors.
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4 The function and construction of the door operating device provided on entrance/exit for passenger
getting on and off doors shall be as shown below.
(1) The crew shall be able to perform unified opening or closing operations and confirmation of the
open or closed state of the doors.
(2) The operating device shall be capable of being electrically or mechanically locked.
(3) The doors shall have a construction that will not enable them to open even if the lock in (2) is
released during travel and the door operating device is set to the release position.
(4) There shall be lamp provided that automatically illuminates when the entrance/exit door for
passenger getting on and off is opened, and this lamp shall be as follows.
[1] It shall be provided at the top part on both of the side surfaces of the rolling stock.
[2] It shall be red.
[3] It shall be easily recognizable from among other lamps.
(5) A device that enables the doors to be manually operated during an emergency shall be provided
on the inside and outside of the rolling stock. In this case, the device on the inside shall be
capable of being easily operated by passengers. However, this shall not apply to the following
rolling stock.
[1] Rolling stock traveling on sections with third rails and double rigid conductor system.
[2] In dedicated underground structures, rolling stock traveling on sections of track where the
space between the structure clearance and the rolling stock clearance is small [NOTE]
(Excluding rolling stock that can provide and indication of intent (??) by following the
instructions of the staff [on] rolling stock traveling on dedicated double track sections
where evacuating from the side of other vehicles is possible and when there is reciprocating
direct operation, etc., being performed.)
[3] Suspended railways, straddle beam, levitation railways
[NOTE] “In . . . underground structure, rolling stock traveling on sections of track where
the space between the structure clearance and the rolling stock clearance is
small” means that of the passenger cars of an underground railway, these are the
rolling stock that travel on section of track where the space between the structure
clearance and the basic limit of the rolling stock clearance at the side section less
than 400 mm.
(6) For the device in (5) (limited to devices that are installed on the inside of the rolling stock), the
location, operating instructions and precautions of the operating device shall be displayed so as
to be easily visible by passengers. However, this shall not be displayed in the rolling stock
indicated in (5) [1], [2], [3].
5 Doors at entrance/exits used for the getting on and off of passengers shall have a construction
whereby it is not possible to depart until after the doors are closed. However, this shall not apply to
passenger cars (including cable railway rolling stock) where the staff can directly confirm that the
doors are closed.
6 Doors at entrance/exits used for the getting on and off of passengers shall take the safety of the
passengers into consideration, such as by a construction that reduces the speed of the doors just prior
to them closing.
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(Regular Railways)
7 [Items] other than those shown in the main items shall be as shown below.
(1) When it is unavoidable that the height of the floor surface of the entrance/exit for passenger
getting on and off is more than 380 mm from the platform (empty car condition), a step shall be
provided. In this case, the height of each step shall be 380 mm or less and the effective depth
shall be 260 mm or more. Moreover, when the shape of the step is anything other than a
rectangle, that shape shall be capable of including a 350 mm wide by 260 mm deep rectangle.
(2) Passenger car entrance/exit for passenger getting on and off provided with step a shall be as
shown below.
[1] The height of the step shall be the height of the platform or more. However, this shall not
apply when there is no danger of impediment to the safe and smooth getting on and off of
passengers.
[2] The step shall have a patterned indented surface or the material, etc., used for the surface
shall be slip resistant.
[3] A handle for use during getting on and off shall be provided.

8 [Items] other than those shown in the main items shall be as shown below. However, in Main Item 1,
in addition to reading “both side surfaces” as “the left side of the rolling stock” 2(1), 4(3) and (4)
shall not apply.
more and the effective height shall be 1800 mm or more.
(2) When it is unavoidable that the height of the floor surface of the entrance/exit for passenger
getting on and off on a rolling stock (empty car condition) is more than 380 mm from the
platform, a step shall be provided. In this case, the height of each step shall be 380 mm or less
and the effective depth shall be 260 mm or more. Moreover, when the shape of the step is
anything other than a rectangle, that shape shall be capable of including a 350 mm wide by 260
mm deep rectangle.
(3) Passenger car entrance/exit for passenger getting on and off provided with a step shall be as
shown below.
[1] The step shall have a patterned-indented surface or the material, etc., used for the surface
shall be slip resistant.
[2] A handle for use during getting on and off shall be provided.
(Cable Railways)
9 [Items] other than those shown in the Main Items shall be as shown below. However, Main Item 2
(1), 4 (excluding (1) and (2)) shall not apply.
more and the effective height shall be 1800 mm or more.
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(2) The door operating device provided at the entrance/exit door for passenger getting on and off
door shall be provided with a lamp that automatically comes on when the door is opened, and
this lamp shall be as follows. However, on rolling stock with only one entrance/exit for
passenger getting on and off on the right and left side respectively, it shall be possible to
eliminate this [requirement], but only when there is a door closed confirmation device in the
crew room.
[1] It shall be provided at the top part on both of the side surfaces of the rolling stock.
[2] It shall be red.
[3] It shall be easily recognizable from among other lamps.
(3) A device shall be installed on the inside of the rolling stock that enables the door for passenger
getting on and off to be opened manually, and the location of the operating device and operating
instructions shall be displayed so as to be easily visible by passengers.
[Explanation]
I. General
1. Purport
Safe and smooth getting on and off of passengers is required of passenger entrances/exits. Although the
number of entrances/exits and their shape differ among commuter trains in urban areas, limited express
trains of intercity transport and local one-man operated rolling stock, etc., the conditions for passenger
entrances/exits required of passenger trains and the items necessary for smooth getting on and off of
passengers are described in this stipulation. In addition, high reliability is required of automatic door
operating devices for the entrances/exits. The reason is that if a door opens while the train is running,
there is a risk of a passenger falling outside, leading to a fatal accident. Moreover, as measures for an
emergency, specifications are required whereby passengers can manually open the doors (excluding in a
monorail, etc. where passengers can fall from rolling stock or receive an electric shock) based on the
occurrence of Sakuragicho fire accident on the Negishi Line in 1951 (refer to [Explanation] III Related
Data of Article 83 (Countermeasures for fire on rolling stock) for the accident content.), when many of
the passengers died because the entrance/exit doors could not be opened.
(1) With respect to “passenger entrances and exits shall provide safe and smooth getting on and off of
passengers” in the Ministerial Ordinance, the conditions for the provision of passenger
entrances/exits are described in [Basic Item] 1 of the Approved Model Specification. The
specifications of passenger entrances/exits conforming to this are described in [Basic Items] 2–6 of
the Approved Model Specification.
(2) Ministerial Ordinance 3 and [Basic Item] 5 of the Approved Model Specification describe
supplementary measures to prevent the risk of an accident in which the train departs with a
passenger caught in one of the doors.
(3) Ministerial Ordinance 4 requires that doors be capable of being opened to allow passengers to
evacuate in an emergency such as a train fire, and concrete specifications for the above are
described in [Basic Items] 4 (5) and (6) of the Approved Model Specification.
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(4) The relationship between the passenger entrance/exit doors and the platform in terms of gap and
height is described in [Basic Items] 2 (3) and 2 (4) of the Approved Model Specification based on
Article 7 of the Ministerial Ordinance (Measures to be taken for smooth mobility).
3. Matter relating to Article 7 of Ministerial Ordinance
With respect to passenger entrances/exits, in addition to the content described in the Ministerial
Ordinance and the Approved Model Specification, it is stipulated in Article 30 of the “Standards of a
passenger facilities, vehicles, etc. required for promoting easily accessible public transportation
infrastructure for the aged and the disabled” that at least one wheelchair can be boarded and unboarded
per train, that facilities are provided for audio notification of the side where the door is opened and
closed, and that any steps in the rolling stock can be easily identified.
II. Particulars
With respect to passenger entrances/exits, the following is described in the Standards of a passenger
facilities, vehicles, etc. required for promoting easily accessible public transportation infrastructure for
the aged and the disabled and related notification in addition to the content shown in the Approved
(Passenger entrances/exits)
Article 30 The passenger entrances/exits shall conform to the following standards.
1 The gap between the floor surface of the entrance/exit for passenger getting on and off and the
border of the platform shall be as small as possible within the range where there is no risk of
impeding the movement of the rolling stock.
2 The floor surface of the entrance/exit for passenger getting on and off and the platform shall be as
even as possible.
3 Among the entrances/exits for passenger getting on and off, the effective width of at least one
entrance/exit per train shall be 80 cm or more except in an unavoidable case due to structural
reasons.
4 The floor surface of the entrances/exits shall have a slip-resistant finishing.
5 Facilities shall be provided for audio notification of the side where the door of the passenger
entrance/exit is opened and closed.
6 The step height in rolling stock shall be easily identifiable by means of a large difference in
brightness between the color of the edge of the step and that of the surrounding portion, etc.
Notification relating to Standards of a passenger facilities, vehicles, etc. required for promoting easily
accessible public transportation infrastructure for the aged and the disabled
13. Entrance/exit for passengers
(Step height between floor surface of passenger entrance/exit and platform)
13-1 “Shall be as even as possible” in Item 2 of Article 30 means to bring the floor surface height of
the entrances/exits of rolling stock close to the platform height as far as technically possible in
consideration of the railway operator’s future policy regarding renewal of rolling stock scheduled
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for operation in the relevant section of track and modification of the platform at each station of the
relevant section of track as well as the platform height at each station where the relevant rolling
stock is scheduled for operation and the actual situation of rolling stock scheduled for operation in
the relevant section of track.
(Structure, etc. of entrances/exits for passengers)
13-2 With respect to the passenger entrance/exit stipulated in Item 3 of Article 30, it is desirable to
make the one nearest to the wheelchair space to conform to the standard in said Item.
13-3 “An unavoidable case due to structural reasons” in Item 3 of Article 30 is a case where it is
difficult to widen the entrances/exits due to structural restrictions on the rolling stock.
2-4 “Slip-resistant finishing” in C of Item 4 of Article 1 refers to, for example, a slip-resistance
processed surface such as a patterned-indented surface or material having a slip-resistant surface. In
addition, “slip-resistant finishing” in Item 4 of Article 30 (Entrances/exits of rolling stock) shall be
the same.
13-4 “Facilities for audio notification” in Item 5 of Article 30 are facilities to inform visually impaired
persons near an entrance/exit of the side where the door is opened. Examples are address system
that guides the person to the opening side by means of either words or chimes that generate
electronic beeping sounds from the opening side.
The content of the “Standards of a passenger facilities, vehicles, etc. required for promoting easily
accessible public transportation infrastructure for the aged and the disabled” and related notification is
described below in addition to the Approved Model Specification.
(1) [Basic Item] 1 of the Approved Model Specification describes the conditions for providing
entrances/exits for passengers.
[1] Passenger car shall be provided with one or more passenger entrances/exits on both sides and
the condition for exemption is described in the proviso. The Ministerial Ordinance stipulates
the provision of a passenger entrance/exit on each side of each rolling stock unit, but the actual
arrangement of entrances/exits varies; commuter trains have three to four entrances/exits on
each side while local trains on local sections of track have two to three entrances/exits on each
side, and Shinkansen and limited express trains have one or two. It is necessary to provide the
appropriate number and size of passenger entrances/exits because they greatly affect the seating
capacity of passenger rooms and other facilities. An entrance/exit shall be provided on both
sides of rolling stock as a minimum condition to provide an evacuation route in the case of a
train fire or derailment and overturning, and entrances/exits must be arranged in consideration
of an evacuation route in the case of frontmost rolling stock. Even in the case of exceptional
arrangement, it is necessary to confirm that there is no safety risk from the viewpoint of
providing an evacuation route.
[2] One or more passenger entrances/exits with an effective width of 800 mm or more shall be
provided per train as per Article 30 of the “Standards of a passenger facilities, vehicles, etc.
required for promoting easily accessible public transportation infrastructure for the aged and
the disabled”. This enables getting on and off with a wheelchair and this dimension is also
shown in [Basic Item] 2 (1) of the Approved Model Specification. In order to actually get on
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the train, wheelchair users face problems related to the step height between the platform and the
rolling stock floor surface and gap in addition to the width of the entrance/exit, and these
problems should be responded to by a staff member in addition to the hardware measures. In
this item, the provision of the effective width through which a wheelchair can pass at the
minimum is stipulated because this is a necessary condition.
(2) The “effective width” in [Basic Item] 2 (1) of the Approved Model Specification shall be as shown
below.
[1] The “effective width” does not refer to the opening width of the car body but rather to the
opening width from the door end when the door opens, and if a handrail, etc. is a hindrance,
this dimension is subtracted.
[2] The former notification stated that it was desirable to provide an “effective width” of 1000 mm
or more for the rolling stock operation aiming mainly at commuters and students in sections of
track in urban and suburban areas with transportation of commuters and students as a core. In
practically used cars, an effective width of approximately 1300 mm is the mainstream.
[3] In Article 30 of the “Standards of a passenger facilities, vehicles, etc. required for promoting
easily accessible public transportation infrastructure for the aged and the disabled”, the
effective width of the entrance/exit for wheelchairs is stipulated to be 800 mm or more to match
the wheelchair standard; however, wheelchairs have become larger in recent years and therefore,
it is desirable to provide an effective width of 900 mm or more (JIS T 9201 Manually propelled
wheelchairs, JIS T 9203 Electric wheelchairs). This does not apply, as per the proviso of
Paragraph 3 of Article 30 of the “Standards of a passenger facilities, vehicles, etc. required for
promoting easily accessible public transportation infrastructure for the aged and the disabled”,
to an unavoidable case where it is difficult to widen the entrance/exit due to structural
restrictions on the rolling stock body structure when wheelchair adaptive facilities are newly
provided in existing rolling stock. Even in this case, however, it is desirable to provide an
effective width of 700 mm (overall width stipulated by JIS) or more. This is intended to avoid
the hindrance of improvement in convenience for wheelchairs that results from the difficulty of
modification work on existing rolling stock by limiting the effective width to 800 mm or more.
(3) “Effective height” in [Basic Item] 2 (1) of the Approved Model Specification refers to the height
from the floor surface and does not include the height of the rail, etc. of a sliding door.
(4) A handgrip for manually opening and closing the door shall be provided on “entrance/exit for
passenger getting on and off” in [Basic Item] 2 (2) of the Approved Model Specification near the
center height of the inside and at the lower part of the outside of the door. However, a handgrip on
the outside of the door may not be provided for folding doors.
(5) In [Basic Item] 2 (4) of the Approved Model Specification, the rolling stock floor surface height and
the platform height are required to be as even as possible. The former Ministerial Ordinance
stipulated that the rolling stock floor surface height must not be lower than the platform height, but
that the rolling stock floor surface height was designed to be higher than the platform height in
consideration of subsidence due to wheel turning and to passenger load. In addition, the platform
height was controlled so as not to exceed the control value, and as a result, the step height became
large. When the fluctuation amount of the rolling stock side and that of the platform height was
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considered, it was difficult to reduce the step height unless reverse step height was allowed within a
certain range. Therefore, reverse step height was allowed with 20 mm as a limit.
(6) [Basic Item] 2 (5) of the Approved Model Specification describes the content of Item 4 of Article 30
of the “Standards of a passenger facilities, vehicles, etc. required for promoting easily accessible
public transportation infrastructure for the aged and the disabled” and the related notification
illustrates “slip-resistant finishing”. “Slip resistant” is intended as a safety consideration so that
passengers are less likely to slip on the wet floor surface on a rainy day by using slip-resistant
material or a patterned-indented surface.
(7) Item 5 of Article 30 of the “Standards of a passenger facilities, vehicles, etc. required for promoting
easily accessible public transportation infrastructure for the aged and the disabled” stipulates that
“Facilities shall be provided for audio notification of the side where the passenger entrance/exit
door is opened and closed” and the related notification illustrates “facilities for audio notification”.
This item is intended to inform passengers on which side the door is opened and requires
consideration of providing chimes, etc., to inform visually impaired passengers of the side where
the door is opened and the door that is being opened. Therefore, if a staff member always makes
guidance announcements, facilities such as chimes need not always be provided.
(8) Item 6 of Article 30 of the “Standards of a passenger facilities, vehicles, etc. required for promoting
easily accessible public transportation infrastructure for the aged and the disabled” stipulates that
“The step height in rolling stock shall be easily identifiable by the large difference in brightness
between the color of the edge of the step and that of the surrounding portion, etc.” and the related
notification illustrates the “large difference in brightness of colors”. This item requires the attraction
of attention by changing the color of paint or adhesive tape so that the step height portion can be
clearly identified in rolling stock with steps, etc. Moreover, if there is a step height in the floor
portion of the entrance/exit due to the door structure and smoothing of the car body, a measure such
as applying colors that draw attention is similarly required.
(9) “The crew shall be able to perform unified opening or closing operations” in [Basic Item] 4 (1) of
the Approved Model Specification is intended to open and close the doors of the entire train set by
the operation of the conductor’s switch, etc. in the crew room instead of staff members manually
closing the doors of each rolling stock. Therefore, if the doors of the entire train set can be opened
and closed, it is not prohibited to keep some of the doors closed or to open and close only the doors
of a specific rolling stock unit. In the meantime, “opening and closing operations” include a
structure in which doors can be manually opened by passengers when doors are released for
opening.
(10) “The operating device shall be capable of being electrically or mechanically locked” in [Basic
Item] 4 (2) of the Approved Model Specification refers to the malfunction preventive device of the
conductor’s switch, and “the lock mechanism of the opening operation part (key or twist mechanism,
etc.)” and “cover” are applicable to the mechanical locking, and “the mechanism that comprises the
electric circuit of the conductor’s switch (night lock, bell push switch, etc.)” is applicable to electric
locking. In addition, “switches (circuit breaker for wiring, selector switch for the driver’s cabin,
etc.)” thrown before the start of operation are not applicable to the above.
(11) “The door operating device is set to the release position” in [Basic Item] 4 (3) of the Approved
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Model Specification refers to placing the conductor’s switch in the “open position”.
(12) [Basic Item] 4 (4) of the Approved Model Specification requires the provision of a so-called red
side lamp and the conductor and station staff members must be able to recognize the opening and
closing state of doors even from a distance. Therefore, it is required that the lamp state be easily
recognized from the rearmost end of the train set or the platform. With the progress in monitoring
technology in recent years, the opening and closing state of each door is displayed in the crew room,
but as it is necessary to easily grasp the relevant location from the platform when a door faults, it is
necessary to provide side lamps. When platform doors are provided, it is interpreted that side lamps
need not be provided by showing that the equivalent safety can be secured.
(13) [Basic Items] 4 (5) and 4 (6) of the Approved Model Specification are described for securing
routes through which passengers in rolling stock evacuate outside the rolling stock in an emergency
such as a train fire, and requires the provision of so-called door cocks. Of the rolling stock that runs
on electrified sections with third rails and a double track rigid conductor system where there is a
risk of passengers receiving an electric shock when they exit the rolling stock, rolling stock of
suspended railways, etc. from which passengers may fall, and rolling stock that runs on sections that
are dedicated underground structures and where the gap between the construction gauge and the
rolling stock gauge is small, the provision of door cocks is exempted except for the following
rolling stock:
[1] Rolling stock that runs on dedicated double track sections and other sections where it is
possible to evacuate from the side of rolling stock
[2] Rolling stock that indicates that passengers must follow the instructions of the staff while a
through service, etc. is being performed
With respect to [1], the Approved Model Specification were revised in December 2004 based on the
proposal of the Study Group on Measures for Underground Railway Fire established based on the
subway fire in Daegu City, Korea. Even if the track sections are dedicated underground structures
and there is a so-called reduced clearance, most of them are double track sections, which allows
passengers to evacuate from the side of the rolling stock. Therefore [1] is aimed at taking measures
so that passengers can quickly evacuate by operating the door cocks. [2] means that when through
service is performed from the ground section to the section that is a dedicated underground structure
and there is a so-called reduced clearance, the door cock is indicated upon taking measures to draw
attention by indicating that passengers must follow the instructions of the staff.
The purport is to take measures so that passengers can handle the door cock in an emergency except
in the case of track sections where it is not possible to evacuate from the side of the rolling stock,
such as when there is a risk of passengers receiving an electric shock or falling. In [Basic Item] 4
(6) of the Approved Model Specification, measures are required so that passengers can quickly
evacuate even in a close-to-panic state by indicating the location of the operation device, handling
method and precautions in an easy-to-understand manner. “Precautions” is an item added by the
revision of the Approved Model Specification.
(14) In [Basic Item] 5 of the Approved Model Specification, measures are required to prevent the train
from running with a passenger caught in an entrance/exit door. The “state of a door being closed”
means the state where the gap between the door end of the door and the door end (gap between the
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door end and the door stop of the car body in the case of one door) is 30 mm or less, and the smaller
numerical value is preferable in terms of safety. However, too small a value can cause a problem of
misdetection if detection errors and deviation in dimensions of the door mounting portion are taken
into account.
It is desirable for each operator to determine the smallest possible reference value in consideration
of the deviation in dimensions of the door section and the detection method. The “structure that
prevents the train from departing” refers to the structure that interrupts the main circuit in electric
railcars, and the structure that interrupts the power transmission system in internal combustion
railcars.
In addition, if there is one location for the passenger entrance/exit and the staff operating a motive
power car can confirm the getting on and off state of passengers, the provision of an opening and
closing departing preventive device, etc. that restricts the operation of the powering control shall be
included. With regard to a passenger train towed by a locomotive, because it is difficult to provide
the “structure that prevents a train from departing” due to its overall structure, an exceptional
structure is permitted on condition that the staff confirms the safety and that the train departs upon a
sign of confirming door closed by means of radio communication between the conductor and the
driver.
(15) In [Basic Item] 6 of the Approved Model Specification, it is required that consideration is given
so that a passenger caught in a door is not injured. Conventionally, the pneumatic-type door engine
is a structure that slows the closing speed by applying the mechanism immediately before the door
is closed. In the electric-type door operating equipment using a motor, consideration is required so
that the speed is slowed or the torque of the motor is decreased immediately before closing to avoid
injury to a passenger caught in the door. Although the Shinkansen is provided with a mechanism
that presses the door against the car body after the door is closed in order to maintain the airtight
structure, it is required to consider the provision, for example, of a mechanism in which the pressing
force is not applied until up to a certain speed so as to enable a passenger caught in the door, to
escape from the door.
(1) With respect to the effective width for wheelchairs, the content was added based on the “Standards
of a passenger facilities, vehicles, etc. required for promoting easily accessible public transportation
infrastructure for the aged and the disabled”.
(2) The reduction in the gap between the passenger entrance/exit and the platform was stipulated in the
provision of the platform in the former Ministerial Ordinance, and the content similar to that
described in the “Standards of a passenger facilities, vehicles, etc. required for promoting easily
accessible public transportation infrastructure for the aged and the disabled” was added to the
Approved Model Specification related to the structure of the passenger entrance/exit.
(3) The content regarding step height between the passenger entrance/exit and the platform stipulated in
the former Ministerial Ordinance was included in “The height of the floor surface of the
entrance/exit for passenger getting on and off and the height of the edge of the platform shall be as
flat as possible” in the Approved Model Specification, and the stipulation that “the floor surface of
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rolling stock shall not be lower than the platform” was deleted.
(4) The condition for a foot step, when there is a large step height between the floor surface of rolling
stock and step and the platform, was stipulated in the former regulation of railway construction
based on past circumstances, but was not stipulated in the former Regulation of Shinkansen railway
construction and the former Special Railway Structure Regulations. The reduction in the size of the
foot step was required as a basic item and the stipulation of a foot step was described only for the
applicable railways.
(5) In the former Regulation of Shinkansen railway construction, “The height of the floor surface shall
be 1300 mm above the rail surface as the standard” and “The distance from the edge of the floor
surface of the passenger entrance/exit to the center of the car body shall be 1670 mm or more” were
stipulated. However, these were deleted because they show the design standard values and
contentwise they were included in “the floor surface of the passenger entrance/exit and the platform
shall be as flat as possible.” in the Approved Model Specification and “The gap between the floor
surface of the entrance/exit for passenger getting on and off and the border of the platform shall be
as small as possible within the range that there is no danger of rolling stock travel being impeded”
shown in the “Standards of a passenger facilities, vehicles, etc. required for promoting easily
accessible public transportation infrastructure for the aged and the disabled”.
(6) The following item was revised by Railway Technical Report No. 124 dated December 27, 2004.
Prior to the revision, in rolling stock that ran on sections where the space between the construction
gauge and rolling stock gauge was small, the door cock was not to be indicated in consideration of
the risk of danger during evacuation, except for rolling stock that ran on the ground section. It was
revealed from the investigation results that evacuation from the side of rolling stock is practically
possible even in sections where the space between the construction gauge and rolling stock gauge is
small due to being a double-track section or a section provided with passage for maintenance. This
item was revised based on the proposal from the “Study Group on Countermeasures for
Underground Railway Fire” that the door cock should be indicated for such rolling stock to
diversify evacuation directions.
(Partial revision of the Approved Model Specification [Basic Item] 4 (5) [2], partial revision of (6))
(1) Passenger entrances/exits: Entrances/exits for dining cars and for carrying in equipment and
materials for in-train sales are not included.
(2) With respect to the step height between the passenger entrance/exit and the platform, the height up
to the doorsill portion may be considered in rolling stock with a low doorsill in addition to the
rolling stock floor surface height.
III. Related Data

Fire on the Negishi Line at Sakuragi-cho in 1951 (Refer to [Explanation] of Article 83
(Countermeasures for rolling stock fire)
Fire on the subway in Daegu, Korea (Refer to [Explanation] of Article 83 (Countermeasures for rolling
stock fire)
167
(1) Electric door operating device
The main type of door operating devices used in railway rolling stock is a mechanical type
(pneumatic type) that uses pneumatic force. The use of electric door operating devices is increasing
as a result of improved control technology and the merits of reduced air piping. Electric door
operating devices are commonly seen in automatic doors on ground structures, and to use them for
the entrance/exit doors on railway rolling stock, it is required that the doors are securely closed
during running and that they can be opened manually in an emergency. Moreover, it is necessary to
assume a state in which the power supply is interrupted in an emergency and to consider conditions
for providing functionality in the case of fire. Therefore, examples of specifications required of the
electric door operating devices and examples of the structure are shown below.
○ Example of required specifications
- A state in which the door is securely closed shall be capable of being maintained during
running.
- Emergency release devices (handles) shall be provided inside and outside the rolling stock.
- The emergency release devices shall be provided with a release function using wire in
addition to the electric circuit so that they can be used when the power supply is interrupted.
- Consideration shall be given so that the doors do not fall into a state in which it is not
possible to open or close the doors due to wires being broken or extended when a fire occurs.
- When a door is opened manually, it shall not be significantly heavier than a pneumatic-type
door.
- Consideration shall be given to safety in terms of the doors not pinching when closed.
(2) Example of exceptional arrangement of entrances/exits for passengers
The Hiroshima Electric Railway 5000 Series (Green Mover) is an irregular structure where among
the five car bodies, the one in the center has no entrances/exits. Moreover, an exit is provided only
on one side of the rolling stock at each end of the train set. (Refer to the illustration below.)
However, for this rolling stock, as the overall length is short at 30.52 m and the width of the
gangway is sufficiently provided and it can be regarded as a passage, the entire train set is regarded
as one rolling stock.
Exit Entrance Entrance Exit
Exit Entrance Entrance Exit
168
3. Content of related notifications
transportation infrastructure for the aged and the disabled and related notification
(2) Operating notification of the former regulation of railway construction
(1) JIS T 9201 Manually propelled wheelchairs
(2) JIS T 9203 Electric wheelchairs
(3) JRIS R 0219 Rolling stock - Designing guideline for the arrangement of side window fitting
(4) JRIS R 1002 Rolling stock - Designing guideline for the arrangement of sliding door
(5) JRIS E 6501 Rolling stock - Pneumatic type door engines
(6) JRIS E 6502 Rolling stock - Door close switches
5. References None
Study Group on Countermeasures for Underground Railway Fire (May 2003 – March 2004)
169
(Structure of Gangway Entrance and Gangways)

Article 75. Passenger cars shall be equipped with gangways for passengers to pass through to the next
cars. This will not apply, however, to a single car operation.
2 A train that runs through the section that does not allow an emergency evacuation from the side of
the train because of the facilities, shall be able to provide sure evacuation from the front of the first
car and the rear of the last car (in case of a locomotive haul train, the rear end of the train).

(Basic Items)
1 The dimensions of passageway and gangway facilities shall be as indicated in the following table.
(Regular Railways)
Type of rolling stock Required Required Effective The effective Effective

number of number of width of width of height of
passage- gangways passage- passageways passage-
ways ways and and ways and
gangways gangways gangways
when the
track gauge is
0.762 mm
Passenger cars operating one dedicated car
(Of passenger cars used in subways, etc.,
excluding rolling stock operated on
sections where the space between the
structure clearance and basic limits of the 0 0
rolling stock clearance at the side section is
less than 400 mm and rolling stock
operated on sections of track with third
rails.)
Passenger car 1 1
Subway, etc., passenger cars
2 2
(Note 1)
○ Rolling stock that
serve as the
front-most or
rear-most part of the
train.
○ Rolling stock 1 1
connected to
dedicated locomotives
○ Rolling stock with 550 mm 400 mm 1800 mm
special measures or more or more or more
taken (Note 2)
Rolling stock that serve
as the front-most or
rear-most part of the
2 1
train operating on
electrified sections of
track with third rail
Rolling stock operating
as dedicated single car
1 0
on electrified section of
track with third rail
170
Type of rolling stock Required Required Effective The effective Effective
number of number of width of width of height of
passage- gangways passage- passageways passage-
ways ways and and ways and
gangways gangways gangways
when the
track gauge is
0.762 mm
Rolling stock travelling
on sections where the
space between the
structure clearance and
2 2
basic limits of the rolling
stock clearance at the
side section is less than
400 mm.
600 mm 600 mm 1800 mm
Rolling stock
or more or more or more
operating as
2 0
dedicated single
car
Rolling stock that
serve as the
front-most or 2 1
rear-most part of
the train.
Shinkansen Rolling stock with cab
1 1
(Passenger car) (Note 3) 550 mm 1800 mm
Rolling stock other than or more or more
2 2
the above
(Special Railways)
Type of rolling stock Required Required Effective Effective

number of number of width of height of
passageway gangways passage passageway
s ways and s and
gangways gangways
Suspended railways, straddle beam railways 550 mm 1800 mm
2 2
or more or more
Rolling stock that serve as the
550 mm 1800 mm
front-most or rear-most part of 1 1
or more or more
the train.
Guided rail railways 2 2
Rolling stock that serve as the
1 1 550 mm
front-most or rear-most part 1800 mm
or more
Rolling stock operating on or more
(Note 4)
double rigid conductor system 2 1
electrified section.
Track-less railways 550 mm 1800 mm
1 1
or more or more
Passenger cars operating as
0 0
dedicated single car
Cable Railways 550 mm 1800 mm
1 1
or more or more
Passenger cars operating as
dedicated single car 0 0
171
Levitation railway 2 2
Rolling stock that serve as the 550 mm 1800 mm
front-most or rear-most part of 1 1 or more or more
the train.
Note 1: Subway, etc., passenger cars in the table means passenger cars used on railways [having one
of the following tunnel configurations: ] passenger cars using railways having mainly an
underground construction and long tunnels (for tunnels provided underground in urban areas,
this is a tunnel that exceeds 1.5 km in length; for tunnels provided underground in other than
urban areas, this is a tunnel that exceeds 2 km in length; and when the station is built inside
the tunnel, this is when the distance between stations in the tunnel (known as the distance
between the edges of the platforms) or the tunnel distance from the end of the tunnel to the
edge of the platform of the nearest station exceeds 1 km.)
Note 2: “Rolling stock with special measures taken” means when any one of the following measures
has been taken for the rolling stock of the coupled sections when the rolling stock on a
passenger train is comprised of coupled consists of two or more cars.
・When there is a crew member (hereafter, the security crew member) in each of the coupled
trains that can provide guidance and evacuate passengers in the event of an emergency.
・When there is a security crew member in either of the coupled trains, and there is a function
provided on the emergency communication devices in all rolling stock forming said
passenger train that enables communication between passengers and the security crew
member.
Note 3: When two trains of Shinkansen (passenger cars) are joined and operated, it shall be limited
to when the conditions of “rolling stock with special measures taken” indicated in Note 2 are
met.
Note 4: On guided track railways, on rolling stock with a car body length of 8 m or less, on the front
end that will serve as the front-most part of the train and the rear end that will serve as the
rear-most part of the train, this may be 450 mm or more.
2 Passage way and gangway construction shall be as shown below.

(1) The following door that is capable of being securely closed during normal times shall be
provided at the passageway at the front end that will serve as the front-most part of the train or
at the rear end that will serve as the rear-most part of the train.
[1] When this is a hinged door, it shall be capable of maintaining the released condition when it
is on the coupled side.
[2] If it can be easily touched by passengers, it shall have a construction that will not cause a
dangerous condition when inadvertently operated by a passenger.
(2) Other than when the door indicated in 2 (1) is provided, this shall be a sliding door.
(3) A diaphragm and gang plank, etc, shall be provided at a gangway free of substantial differences
in height, etc., that would impede passage so as to enable safe passage.
[Explanation]
I. General
1. Purport
Gangway entrances and gangways are generally called gangways, and in the Ministerial Ordinance, the
opening section of a car body is called the gangway entrance and the function of a passage such as a
diaphragm and apron is called a gangway. Gangway entrances and gangways are provided for
passengers to evacuate to other rolling stock in an emergency such as a train fire. Especially in subways
where it is difficult to evacuate to the side, gangway entrances and gangways are considered to be the
only evacuation route, and therefore, they must be provided from the viewpoint of safety. It is in this
172
item that the structure of gangway entrances and gangways is stipulated from such circumstances.
(1) With respect to “gangways for passengers to pass through to the next cars” in the Ministerial
Ordinance, [Basic Item] 1 of the Approved Model Specification and the tables “Regular railways”
and “Special railways” show the necessary number and dimensions of the gangway entrance and
gangway depending on rolling stock type.
(2) “A train that runs through a section that does not allow emergency evacuation from the side of the
train because of the facilities” in the Ministerial Ordinance refers to “rolling stock operated on
sections of track with third rails” and “rolling stock operated on sections where the space between
the structure gauge and basic limits of the rolling stock gauge at the side section is less than 400
mm” in Table 1, and “suspended railways, straddle beam railways” in Table 2.
(3) Each item in [Basic Item] 2 of the Approved Model Specification concretely shows the
specifications for “gangways for passengers to pass through to the next cars” as stipulated in the
Ministerial Ordinance.
II. Particulars
(1) [Basic Item] 1 of the Approved Model Specification describes the provision standard for the
gangway entrance, etc. in the “Table of regular railways” and “Table of special railways”. If the
train set is a through structure, it conforms to the standard except for a case where the train runs
through a section that does not allow emergency evacuation from the side of the train. The “Table of
regular railways” and “Table of special railways” show the conditions for the provision standard
depending on frontmost rolling stock or intermediate rolling stock and by the conditions of
suitability of evacuation to the side.
(2) The “effective height” in the “Table of regular railways” of [Basic Item] 1 of the Approved Model
Specification refers to the height from the floor surface and does not include the height of sliding
door rails, etc.
(3) “Gangway entrance” provided on the frontmost section of a train shall be capable of enabling
passengers to evacuate safely in an emergency, and it is necessary to consider the installation of a
ladder, etc. for passengers to descend to the railway track.
(4) The “diaphragm” in [Basic Item] 2 (3) of the Approved Model Specification includes handrails, etc.
to secure safe passage of passengers provided at coupled and uncoupled locations during train
operation. In this case, a door must be provided at the gangway entrance and it must be indicated
that passage is allowed only in an emergency. In addition, the relevant door must be kept closed, but
in a state in which it can be easily opened by passengers.
In the former Ministerial Ordinance, the effective width of a gangway was stipulated to be wider than
that of the gangway entrance, but in this Approved Model Specification, this content was deleted and the
effective width was stipulated for the gangway entrance and gangway, respectively. The original purport
was to provide a narrow gangway in a large gangway entrance lest passengers could not move when
173
rushing during evacuation, and the minimum values of the dimensions were determined in consideration
of a case where a cosmetic diaphragm was provided in the gangway. The stipulation regarding smooth
passage was provided in the Ministerial Ordinance and in [Basic Item] 2 (3) of the Approved Model
Specification.
The gangway entrance refers to the opening section of a car body and the gangway refers to a passage
through which passengers can pass over the coupled portion of the train composed of a passage way and
gangway installed on the coupled portion of the train. Therefore, the so-called gangway is composed of
the combined gangway entrance and gangway. In the provision conditions, two gangway entrances and
two gangways mean the provision of a gangway on both ends of the rolling stock while two gangway
entrances and one gangway mean the provision of a gangway on one side and a through-type crew room
on the other side.
III. Related Data

In a train fire on the Negishi Line that occurred at Sakuragi-cho in 1951 (for the content of the accident,
refer to [Explanation] III Related Data of Article 83 (Countermeasures against rolling stock fire), the
gangway entrance did not open when the train fire occurred, resulting in a large number of victims. As a
countermeasure, an evacuation route from the gangway entrance as well as evacuation to the side was
secured. Especially in the rolling stock that runs through a section that does not allow evacuation to the
side, the gangway entrance is the only evacuation route, and therefore, it is compulsory for passengers to
be able to evacuate from the frontmost section and rearmost section of the train.
3. Content of related notification
(1) Operating notification of former regulation of railway construction
5. References None
174
(Structure of Emergency Exit)
Article 76. Rolling stock that does not provide easy evacuation for passengers in case of an emergency
shall be equipped with an emergency exit to accommodate an easy and secure evacuation of
passengers. It shall also accommodate a crew to confirm whether it is open or not.

(Basic Items)
1 An emergency exit that enables easy evacuation shall be provided in a passenger room in which
there is only one route for evacuating to another rolling stock or to the outside. However, this shall
not apply to private rooms used by passengers, etc.
2 Crew room construction shall be as shown below.
(1) The effective width shall be 400 mm or more and the effective height shall be 1200 mm or
more.
(2) There shall be no differences in height, protruding objects, etc., at or near the emergency exit
that could impede evacuation.
(3) This shall be an outward-opening hinged door or a sliding door (including plug doors).
(4) The door, shall be securely closed at normal times, capable of being opened manually from the
inside at times of emergency, and shall not close under its own weight. In this case, it shall be
easily opened from the inside without using a key or any other special tool.
(5) The location and the operating instructions shall be clearly displayed. Furthermore, when the
location is indicated by lamp, the color of that lamp shall be green.
(6) A lamp shall be provided that automatically comes on when the door is opened. Furthermore,
this lamp shall be provided at the top part on both of the side surfaces of the rolling stock and
shall be easily distinguished from among other lamps (except lamps that come on when the
emergency alarm device and emergency stop device are operated).

3 [Items] other than those shown in the main items shall be as shown below. However, this shall not
apply for Basic Items 1 and 2 (6).
・The emergency exit shall be provided on the right side of the rolling stock.
[Explanation]
I. General
1. Purport
This Ministerial Ordinance stipulates the structure of an emergency exit to accommodate the easy
evacuation of passengers from rolling stock in the case of an emergency.
2. Relationship between Ministerial Ordinance and the Approved Model Specification
The Ministerial Ordinance stipulates the rolling stock that requires an emergency exit and the
performance required of the emergency exit. [Basic Item] 1 of the Approved Model Specification
175
describes the provision of an emergency exit and [Basic Item] 2 describes concrete specifications.
II. Particulars
(1) [Basic Item] 1 of the Approved Model Specification describes the passenger room that requires an
emergency exit.
The provision of an emergency exit in a passenger room in which there is only one route for
evacuating to another rolling stock or to the outside was made obligatory because the concept of
evacuation in two directions stipulated in the Enforcement Ordinance of the Building Standard Law
was adopted for passenger rooms. (Reference: Article 121 of the Enforcement Ordinance of the
Building Standard Law) However, small private rooms used by passengers or crew members such
as a sleeping car or a conductor room do not need an emergency exit for each private room because
evacuation can easily be conducted from a private room to a passageway, and the aggregate of
private rooms shall be regarded as a passenger room.
(2) [Basic Item] 2 of the Approved Model Specification describes the detailed structure of the
emergency exit.
[1] The effective width and effective height are stipulated to be 400 mm or more and 1200 mm or
more, respectively, in order to secure dimensions with which at least one adult can pass through
by stooping because an emergency exit is not usually used.
[2] It is stipulated that the door must be an outward-opening hinged door or a sliding door
(including plug doors) as an inward-opening hinged door is prohibited, which is stipulated in
the Enforcement Ordinance of the Building Standard Law. This is derived from the prohibition
of inward-opening hinged doors at the exits of structures where people gather such as
auditoriums and movie theaters. (Reference: Article 118 of the Enforcement Ordinance of the
Fire Service Law)
[3] The green color of the lamp, when the location is indicated by a lamp, is derived from the green
color for emergency exit lamps stipulated in the Enforcement Ordinance of the Fire Service
Law. (Reference: Paragraph 2 of Article 26 of the Enforcement Ordinance of the Fire Service
Law)
[4] It is desirable that a lamp that comes on when the door is opened is provided separately from
other lamps so as to be easily recognized, but if the lamp also serves another purpose, it shall be
recognizable from other lamps (except lamps that come on when the emergency alarm device
and emergency stopping device are operated) by a distinct illumination form or by indicator
devices provided in the driver’s cabin and conductor room.
(3) The [Track-less electric vehicles] Approved Model Specification states that an emergency exit shall
be provided on the right side of the rolling stock because consideration is given to evacuation from
the right side, opposite to the left side where the provision of a passenger entrance/exit is stipulated
for track-less electric vehicles.
176
In the former regulation of railway construction, the installation of an emergency exit was obligatory for
“rolling stock”. In such a case, for example, if a second-floor passenger room of two-storied rolling
stock were a dead end, it was misinterpreted that it was not necessary to provide an emergency exit on
the second floor when there were two or more evacuation routes. To prevent distortion of the original
purport, “rolling stock” was changed to “a passenger room”.
III. Related data

From the viewpoint of the evacuation of passengers, a plurality of “passenger entrances/exits” should be
provided instead of an “emergency exit”, and in commuter trains in particular, entrances/exits for
passengers should be provided instead of considering the provision of an emergency exit. However, in a
train where various staging is considered as moving space for passengers such as on long-distance trains,
when a plurality of entrances/exits cannot be provided, the provision of an emergency exit is an effective
means. Therefore, in such a case, an emergency exit must be provided to enable reliable evacuation of
passengers.
3. Related laws and regulations and content of notification
(1) Building Standard Law, Enforcement Ordinance of the Building Standard Law
(2) Enforcement Ordinance of the Fire Service Law
5. References None
177
(Coupling Devices)
Article 77. Coupling devices (excluding articulated bogie or the equivalent structure) shall be made
sturdy with sufficient strength to be able to withstand vibration, shock, etc. and capability of coupling
cars each other completely.

(Basic Items)
1. The couple device for the rolling stock (except connecting bogies and constructions similar to that)
shall be as indicated below.
(1) Shall be rugged and have sufficient strength to withstand operation.
(2) It shall not release due to vibration and impact.
(3) It shall automatically couple by the tight contact of rolling stock to rolling stock. However, this
shall not apply to coupling devices provided on locomotives and fixed-coupled rolling stock
used for coupling, rescue, etc.
(4) It shall have a shock absorbing function. However, this shall not apply to coupling devices
provided on locomotives used for coupling, rescue, etc.
2. The air piping coupling device shall not be caused to leak air due to vibration [and/or] impact.
3. The electric wiring coupling device shall prevent mixed contacts or short circuits due to the ingress
of water, vibration [and/or] impact.
(Track-less electric vehicles, cable railways)

4. However, this shall not apply for Basic Items 1 (3) and 2 (4).
[Explanation]
I. General
1. Purport
This Ministerial Ordinance stipulates coupling devices including electric wiring and air piping.
The Ministerial Ordinance describes the performance requirements for coupling devices in general and
[Basic Item] 1 of the Approved Model Specification describes necessary items concerning mechanical
coupling devices, [Basic Item] 2 describes necessary items concerning air piping coupling devices and
[Basic Item] 3 describes necessary items concerning electric wiring coupling devices.
II. Particulars
(1) [Basic Item] 1 of the Approved Model Specification describes the strength, durability and shock
absorbing function of mechanical coupling devices.
[1] Coupling devices must have sufficient strength to prevent breakage or buckling under the worst
178
conceivable conditions due to line conditions such as a curve or gradient and the operation
schedule of rolling stock.
[2] Durability against vibration and shock must be sufficient to ensure that a device that maintains
a coupled state does not malfunction and the separation of a train is not caused by damage, etc.
[3] It is stipulated that the coupling device must be capable of automatically coupling rolling stock
to rolling stock to secure safety in coupling work. However, this shall not apply to locomotives
equipped with special coupling devices (for example, a coupling device that can be coupled to
both an automatic coupler and a tight lock coupler), fixed-coupled rolling stock for which
coupling is not performed in normal scheduling for operation, and coupling devices used for
relief operations, etc.
[4] A shock absorbing function is provided to improve ride comfort. However, as it is not
necessary to consider ride comfort for locomotives and relief trains, they do not need a shock
absorbing function. Therefore, they are excluded.
(2) [Basic Item] 2 of the Approved Model Specification describes the durability of the air piping
coupling device against vibration and shock because although the emergency braking is applied
upon the separation of the air piping coupling device to prevent an accident when the train is
separated, the occurrence of air leakage during normal conditions causes a similar state, hindering
the operation of rolling stock.
(3) [Basic Item] 3 of the Approved Model Specification describes the durability of the electric wiring
coupling device against ingress of rainwater, vibration and impact because intersystem fault or
short-circuit of electric wiring can induce the malfunction of control device, brake equipment or
door operating equipment, etc., hindering the operation and safety of rolling stock.
(4) [Track-less electric vehicles, cable railways] Approved Model Specification stipulates that rolling
stock of track-less electric vehicles and cable railways, for which coupling work is not performed in
normal scheduling for operation and which has only slight shock and vibration due to slow-speed
operation and thus the ride comfort is not largely affected by the presence/absence of a shock
absorbing function, does not need to provide an automatic rolling stock coupling function and shock
absorbing function.
standards were established, and subsequent revisions None
III. Related Data

From the initial period of the railways to the end of the Taisho era, the main type of mechanical coupler
was a screw coupler, which could not provide automatic coupling. However, to improve the safety of
coupling/uncoupling work, the former Japanese National Railways converted all coupling devices to
automatic couplers in 1925 and thereafter the automatic coupler spread to nationwide railways.
179
3. Related laws and regulations and content of notifications None
(1) JRIS E 4201 Railway rolling stock - Automatic couplers
(2) JRIS E 4202 Rolling stock - Jumper couplers
(3) JRIS E 4203 Railway rolling stock - Tight lock couplers
(4) JRIS E 4204 Railway rolling stock - Rubber draft gears
5. References None
180
(Structure of Rolling Stock to Transport Special Freight)

Article 78. Freight cars that transport flammable liquid, automobiles and other special freight shall have the
construction and devices to be able to prevent disasters caused by them.

VIII-14 Relating to Article 78 (Structure of Rolling Stock to Transport Special Freight)
(Basic Items)
1 Tank reservoir structure shall be as shown below.
(1) The tank shall be securely mounted to the bogie so as to prevent movement or damage and its front and
rear ends shall not protrude beyond the front and rear ends of the bogie.
(2) Tanks that transport the dangerous liquids (the dangerous materials which the Minister of Land,
Infrastructure and Transportation has stipulated by public notice but to which Paragraph 2 in the Article
20 of the Explosive Control Law is not applied as dangerous items (limited to flammable liquids, acids,
corrosives and volatile poisons) and of liquid form), shall be as shown below.
[1] The thickness of the steel plate for the shell plate shall be 9 mm or more, the thickness of the tank head
shall be 12 mm or more and the thickness of the manhole and filler port cover shall be 6 mm or more, or
have the strength and durability equal to or better than steel plate. Here, the "steel plate" means JIS G
3101 general structural cold rolled steel or JIS G 3114 hot-rolled atmospheric corrosion resisting steels
for welded structure.
[2] Attached devices, such as protruding valves, filler ports, etc., shall be provided with a device that
prevents damage.
[3] Tanks that transport dangerous liquids for which there is a danger of fire due to static electricity shall be
provided with a grounding device.
2 Automobile transport car construction shall be as shown below.
Open wagon operating on electrified sections of track with extremely high voltage AC and transporting
automobiles shall be provided with a device for electrically connecting between the automobiles and the
said rolling stock.
[Explanation]
I. General
1. Purport
This paragraph makes stipulations for preventing damage caused by dangerous leakage, fires, etc., from
special freight being transported by freight cars.
The Approved Model Specification objectively indicates the structure for preventing fire damage caused
by the special freight that is stipulated in the Ministerial Ordinances. The Approved Model Specification
stipulates the structures for tank cars and automobile transport rolling stock.
181
II. Details
1. Explanation about the Approved Model Specification
(1) Approved Model Specification (Basic Items)1 describes the structures for the tanks on tank cars.
① Here it stipulates that the tank shall be securely fastened to the underframe so as to not to move
or be damaged due to the swaying, vibrations, etc. encountered during travel. Moreover, in the
event of impact with another rolling stock that may cause deformation to the carbody, this
rolling stock shall have a structure that prevents the tank from coming in contact with adjacent
rolling stock or protruding beyond its underframe.
② Here, it stipulates that tanks transporting dangerous liquids are to use the following in order to
prevent fire, or harm to the surrounding environment: suitable plate thicknesses, protection for
attached equipment protruding from the tank and countermeasures to static.
③ Furthermore, in addition to the Ministerial Ordinances, tank cars transporting high-pressure gas
are subject to the High-pressure Gas Security Law (Law 204, June 7, 1951); standards relating
to inspections are stipulated in Container Security Regulations, Article 72 "Inspection and
re-inspection of containers, etc., secured to railway rolling stock." The definition of
"high-pressure gas" is stipulated in Article 2 of the High-pressure Gas Security Law.
(Reference) Current status of the transport of high-pressure gas by railways.

The main high-pressure gas being transported by railways include: acetylene gas, liquefied natural gas,
liquefied ammonia, liquefied chlorine, etc.
(2) Approved Model Specification (Basic Items) 2 describes the structures for the rolling stock for
transporting automobiles.
Here it stipulates that an open wagon that is transporting automobiles operating on electrified
sections of track with extremely high voltage AC shall be provided with a device for making
electrical connection between the automobiles and said rolling stock that will enable the substation
to detect that the overhead contact line has been grounded, in order to prevent a severed overhead
contact line from coming into contact with the automobiles and causing a fire due to the burning of
the tires.
The description for tank cars in the former Ministerial Ordinance stipulated that the longitudinal ends of
the tank were to have sufficient space at the longitudinal ends of the underframe, but in this Approved
Model Specification this description was changed to read that the longitudinal ends of the tank should
not protrude beyond the longitudinal ends of the underframe. This change was determined based on the
fact that the objective values for "sufficient space" were not clear in the former Ministerial Ordinance
and on an investigation into the distances between the longitudinal ends of tanks and the longitudinal
ends of the underframe on tank cars currently in operation and the
182
3. Definition of Terms, Range of Application, etc. -- None
III. Related Data

The roofs of rolling stock operating on sections of tracks with extremely high-voltage AC, which differ
from passenger trains traveling on sections of DC track, are commonly not insulated. This is because
complete insulation for high voltage is difficult and if there is incomplete insulation, it could have the
reverse effect of increasing the danger of fire if an overhead contact line breaks and comes in contact
with the roof. For the same reason, since the tires for the automobiles may not always provide complete
insulation when the train is operating under extremely high voltage, the structure for rolling stock
operating on electrified sections of track with extremely high voltage AC that is transporting
automobiles shall be provided with a device for making electrical connection between the automobiles
and said rolling stock.
(1) Established practices, etc. for regulations for regular railway structures relating to rolling stock and
regulations for special railway structures relating to rolling stock (KATETSUHO, No. 16,TASHA
No.50; 1987)
4. Reference Standards
(1) JIS E 7101 Tank Cars
(2) JIS E 7102 Tank Cars, Design laws for tanks used on tank cars
(3) JIS G 3101 - Cold rolled steel used for common structures
(4) JIS G 3114 - Hot-rolled atmospheric corrosion resisting steels for welded structure.
(5) High-pressure Gas Security Law (Law 204, June 7, 1951)
183
(Equipment of a Driver’s Cabin)
Article 79. A driver’s cabin or crew’s cabin to be used for car operation shall be provided with the
facilities for power running, braking and other necessary controls for car operations.
2 The aforementioned equipment shall be easily operated and confirmed by the train crew.
3 A driver’s cabin to be used for car operation shall be equipped with the devices that are capable of
stopping the train automatically when a train operator becomes incapable of driving. This does not
apply, however, when a safe train operation would not be impaired depending upon the facilities and
rolling stock structure.
4 When the devices described under the paragraph 2 of Article 54 or Article 57 get installed, the
opening switch of the relevant device shall not be able to be easily open by the crew (driver).
[Supplementary provisions]
Supplementary provisions to the Ministerial Ordinance that revises a part of the Ministerial Ordinance
stipulating the technical standard concerning railways (Ministerial Ordinance of the Minister of Land,
Infrastructure and Transport No. 13 of 2006)
(Date of enforcement)
Article 1. This Ministerial Ordinance shall take effect from July 1, 2006.
(Interim measure)
Article 2. With respect to facilities or rolling stock completed by June 30, 2008 that do not conform to
the provisions of Article 57, Paragraph 3 of Article 79, or Paragraph 2 of Article 86 of Ministerial
Ordinance stipulating the technical standard concerning railways (Hereafter “new Ministerial
Ordinance”) after the revision by the provisions of Article 1, the provisions then in force may be
applicable during the period until the first reconstruction or modification work is completed after the
enforcement of this Ministerial Ordinance.
2 Notwithstanding the preceding paragraph, with respect to facilities or rolling stock completed by
June 30, 2008 and not conforming to the provisions of Article 57, Paragraph 3 of Article 79, or
Paragraph 2 of Article 86 of the new Ministerial Ordinance that applies to either of the following,
the provisions then in force may be applicable during the period until the first reconstruction or
modification work is completed after the enforcement of this Ministerial Ordinance or June 30,
2016, whichever comes first.
[1] Facilities of sections of track where the maximum number of passenger trains per hour is 10 or
more, in both directions in total, or rolling stock that runs on the sections of track
[2] Rolling stock for which the running speed exceeds 100 km/h or facilities of sections of track
where rolling stock runs
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(Basic Items)
1 The crew room shall be provided with the facilities shown in the following table. Moreover, these
facilities shall be capable of being easily operated or confirmed by the crew.
Type of Crew Room Facilities Provided

1 Operating Cab (1) Operating devices for control facilities
(2) Operating devices for service brake devices
(3) Transmitting devices and receiving devices for sign devices and
communication devices (limited to rolling stock provided with said
equipment)
(4) Speedometer
(5) Aspect facilities of onboard signal equipment (limited to rolling stock
operating on sections of track using onboard signal equipment)
(6) Operating device for lowering the pantograph (limited to rolling stock
provided with pantograph)
(7) Operating device for protective grounding switch (limited to rolling
stock provided with said equipment)
(8) Transmitting devices and receiving devices for security communication
devices (limited to the said devices provided on the rolling stock)
(9) Warning generating devices and transmitting devices for alarm signal
facilities (on the Shinkansen, the receiving device) (limited to rolling
stock operating on sections of track using warning signals) (excluding
locomotives that are only used for shunting)
(10) Whistle activation device
(11) Pressure gauge indicating pressure of main air tank piping
(12) Operating devices for front marker lamps
(13) Device for warning of abnormality in wheel speed (Limited to
Shinakansen)
(14) A pressure gauge with the maximum operating pressure of boiler
indicated (Limited to steam locomotives)
The cabs of (15) Receiving devices for emergency communication devices or device
passenger trains indicating the operating status of an emergency stop device (Limited to
(excluding rolling stock provided with emergency alarm device or emergency stop
locomotives) shall device)
have the items to (16) Device indicating status when emergency exit door is opened (Limited
the right in to rolling stock provided with emergency exits)
addition to (17) Door closed confirmation device for entrance/exit for the getting on
common facilities and off of passengers
2 Conductor’s room (18) Operating devices for service brake devices (Limited to those items for
rapidly stopping the rolling stock)
(19) Sign devices or transmission devices and receiving devices for
communication devices (Limited to rolling stock provided with sign
devices or communication devices)
The conductor’s (20) Transmission device for onboard public address device (Limited to
rooms of rolling stock provided with onboard public address device)
passenger trains (21) Operating device automatic door closing device for entrance/exit for
shall have the the getting on and off of passengers
items to the right (22) Receiving devices for emergency communication devices or device
in addition to indicating the operating status of an emergency stop device (Limited to
common facilities rolling stock provided with emergency alarm device or emergency stop
device)
(23) Device indicating status when emergency exit door is opened (Limited
to rolling stock provided with emergency exits)
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2 In addition to the above, the following devices shall be provided in the cab.
(1) A device shall be provided that automatically and rapidly stops the rolling stock should the staff
person operating the propulsion car become sick, etc. (hereafter, operator abnormality train stop
device). However, this shall not apply to rolling stock where it is assumed that there are two or
more members of the crew on duty in the cab, rolling stock operated on sections of underground
or elevated track with automatic train operation device, automatic brake device or automatic
train stop device (limited to devices where there is no danger of the normal speed limited being
exceeded).
(2) The operator abnormality train stop device shall not be capable of easily releasing the function
manually.
3 The speedometer shown as (4) in the table in 1 shall comply with the standard “JIS E 4603 Electric
Measuring Speedometers for Railway Rolling Stock” or have performance equal to or better than it,
it shall be provided with an illumination device, be self-luminous, or have the indicator plate and
needle painted with self-illuminating paint.
4 The transmitting device for the warning signal facility shown as (9) in the table in 1 shall
automatically switch to a power supply from a separate electrical source even when the main electric
power supply and electrical power supply from the storage battery shown in the Interpretive Criteria
relating to Article 85 have been interrupted. However, this shall not apply to the following.
(1) When the power supply from storage battery shown in the Interpretive Criteria relating to
Article 85 is automatically supplied by a separate circuit from the power supply circuit from the
main electric power supply and there is no danger of the electrical power supply being
interrupted by a collision.
(2) When the storage battery shown in the Interpretive Criteria relating to Article 85 is installed
inside and there is no danger of the power supply being interrupted by a train collision, etc.
(3) When used in combination with a device that can be used even when the supply from the main
electrical power supply and the storage battery shown in the Interpretive Criteria relating to
Article 85 have been interrupted.
5 The pressure gauge shown as (11) in the table in 1 shall display the regulator inflow pressure and the
release pressure. However, this shall also include digital pressure gauges using a different display
method when below the inflow pressure and when above the release pressure (meaning a pressure
gauge that displays [respective] pressures intermittently for a preset interval) Moreover, it shall be
provided with an illumination device, be self-luminous, or have the indicator plate and needle
painted with self- illuminating paint.
6 The following shall apply to rolling stock traveling on sections of track provided with automatic
train stop device, automatic train brake device and automatic train operation device.
(1) Indicator device indicating the operating status of said device and an operating device shall be
provided in the cab that is being used for operation.
(2) A release switch for the onboard facilities shall be provided.
(3) The release switch shall not be capable of being operated while the staff member is in the
normal operating position, or said switch shall be covered by a switch cover, etc.
186
7 [Items] other than those shown in the Main Items shall be as shown below. However, in the table in
1 for the Main Items, other than reading “operator’s seat” for “cab,” “conductor’s seat” for
“conductor’s room,” and “main brake or auxiliary brake device” for “service brake,” the operating
device for (18) in the table in item 1 Main Items, shall not apply.
・A steering handle shall be provided in the cab.
(Cable Railways)
8 The following facilities shall be provided in the crew room without applying the Main Items.
[1] Operating device for automatic brake device and parking brake device.
[2] Operating device for operating the emergency brake device for the drive facility.
[3] On rolling stock provided with sign device or communication device, the transmitting device
and receiving device for said equipment.
[4] On rolling stock provided with public address device, the transmitting device and receiving
device for said equipment.
[5] On rolling stock provided with onboard facilities for security communication facilities, the
transmitting device and receiving device for said equipment.
[6] Receiving devices for emergency communication devices or device indicating the operating
status of an emergency stop device.
[7] Device indicating status when emergency exit is opened.
[8] Operating device and door close confirmation device for automatic door operating device.
[9] Whistle activation device
[10] Pressure gauge indicating pressure of main air tank piping
[11] Operating devices for front marker lamps
[Explanation]
I. General
1. Purport
Within the content stipulated for the items “Driver’s Cabin” and “Conductor room” in the former
Ministerial Ordinance, items concerning the facilities are mainly described in this section. With regard to
the crew room, the installation of facilities necessary for the safe operation of the train and the
installation method for the opening switch, etc. are described. In view of past train accidents, it is
necessary to provide crew room facilities to prevent accidents and to minimize the damage in the case of
an accident.
(1) [Basic Item] 1 of the Approved Model Specification and Table 1 describes in detail the content of
“facilities for power running, braking and other necessary controls for car operations” in the crew
room to be used for car operation stipulated in the Ministerial Ordinance.
187
(2) [Basic Item] 4 of the Approved Model Specification concretely describes the content of Paragraph 3
of the Ministerial Ordinance.
II. Particulars
(1) “Facilities shall be capable of being easily operated or confirmed by the crew” in the table in [Basic
Item] 1 of the Approved Model Specification refers to the facilities in the driver’s cabin that the
train driver can operate or confirm while the driver’s seat without taking an unnatural posture.
(2) “Device indicating status when emergency exit door is opened” in the table in [Basic Item] 1 of the
Approved Model Specification includes a device that issues a warning sound, but if it is used
together with an emergency alarm device, it shall be limited to the type that has a distinct warning
sound that is easily recognized.
(3) “Rolling stock provided with pantograph” in the table in [Basic Item] 1 of the Approved Model
Specification means a driver’s cabin of a train set having a pantograph.
(4) The installation standard for “security communication facilities” in the table in [Basic Item] 1 of the
Approved Model Specification is stipulated in Article 60 (Safety communication facilities) of the
Ministerial Ordinance.
(5) [Basic Item] 2 of the Approved Model Specification describes the train stop device in case of
driver’s abnormality.
[1] A train stop device in case of driver’s abnormality shall be provided to secure the safety of
passengers by preventing contact with events on the track that would hinder train operation and
excessive speed if the crew member operating the motive power car cannot continue operation
due to sickness, etc. However, rolling stock where it is assumed that there are two or more
members of the crew on duty in the same cab such as a steam locomotive and rolling stock
operated on sections of underground or elevated track (including Shinkansen) where there is
little possibility of events that would hinder train operation with an automatic train operation
device that has no danger of exceeding the limited speed, automatic train control device or
automatic train stop device (limited to devices where there is no danger of exceeding the
limited speed) are excluded from the scope where installation of the relevant device is required.
[2] The function of the above device shall not be capable of easy manual release so that it can
never be deactivated during operation.
[3] The installation relationship of the train stop device in case of driver’s abnormality between a
two-man operated train and a one-man operated train is shown in the table below. The details of
the installation of the device in a one-man operated train are described in the Approved Model
Specification related to Article 86 and the Explanation.
188
Two-man operation One-man operation
Underground or Installation of the device is Installation of the device is necessary.
elevated track necessary. (Passenger cars of subways, etc. includes
(including communication device during activation.)
Shinkansen) However, the following rolling However, the following rolling stock is
stock is excluded from the scope excluded from the scope where installation
where installation is required. is required.
- Rolling stock operated by - Rolling stock operated by automatic train
automatic train operation device operation device (ATO)
(ATO) - Rolling stock operated by automatic train
- Rolling stock “operated” by control device (ATC) for “deadheading
automatic train control device operation”
(ATC) - Rolling stock “operated” by automatic
- Rolling stock “operated” by train stop device (ATS) (limited to devices
automatic train stop device where there is no danger of exceeding the
(ATS) (limited to devices where limited speed) for “deadheading
there is no danger of exceeding operation”
the limited speed)
Rolling stock where
there are two or
Excluded from the scope
more members of –
where installation is required
the crew on duty in
the same cab
Other than above Installation of the device is Installation of the device is necessary.
necessary.
(6) [Basic Item] 4 of the Approved Model Specification requires that the power supply for the power
supply circuit of transmitting devices for alarm signal facilities (excluding the receiving device of
Shinkansen) is automatically switched to a separate power supply so that the transmitting function
is maintained at the time of an accident. This is due to the occurrence of a case where even though
the power supply circuit of the transmitting devices for alarm signal facilities was connected to the
storage battery (storage battery that functions for a certain period of time even after the main power
supplies source is interrupted as stipulated in Article 85 of the Ministerial Ordinance), power supply
was not supplied because of the activation of NFB caused by a train collision. In addition, the alarm
signal was not transmitted even though the alarm signal button was depressed because the battery
built into the relevant transmitting device was of such structure that power was not supplied unless
the selector switch was operated.
This shall not apply to a case where there is no danger of the electric power supply being
interrupted by a train collision when the electric power supply from the storage battery stipulated in
Article 85 of the Ministerial Ordinance is a separate circuit from the power supply circuit of the
main electric power supply and is automatically supplied or when it is provided in the engine room
of a locomotive, or to a case where separate alarm signal facilities that can be used when the power
supply from the main electric power supply or the storage battery described in the Approved Model
Specification related to Article 85 is interrupted (it is necessary to stipulate in the operation-related
implementing standards that said facilities are used together without fail) because such cases are
judged to be equivalent to the relevant function.
189
Improvement in reliability of the antenna and wiring of “transmitting devices” in “warning
generating devices and transmitting devices for alarm signal facilities” in the Approved Model
Specification is required by providing them at locations that are not likely to be subjected to shocks
in consideration of wire breakage, etc. due to train derailment or impact from a collision.
(7) The device in “Paragraph 2 of Article 54” in Paragraph 4 of the Ministerial Ordinance refers to a
device to secure distance between trains and means an “automatic train control device (ATC)”. The
device in Article 57 refers to a device that automatically decelerates or stops a train and means an
“automatic train stop device (ATS)”. Requirements of the facilities of rolling stock running on
sections of track provided with these facilities are described in [Basic Item] 6 of the Approved
Model Specification. With respect to the “automatic train operation device (ATO)” described in
Article 58, as the function of ATC is generally provided, Approved Model Specification 6 describes
ATO including ATC.
However, the switch that converts to manual operation in rolling stock equipped with the automatic
train operation device is not included in the release switches in this stipulation unless the function of
the ATC is released. While other operational devices must be capable of being easily operated, these
safety equipments must not be capable of being easily released so that a collision accident is not
caused by a crew member easily releasing them for a reason such as the warning sound being noisy.
As an example of not being easily released in this case, the Approved Model Specification state that
“The release switch shall not be capable of being operated while the staff member is in the normal
operating position, or said switch shall be covered by a switch cover, etc.” [Basic Item] 6 of the
Approved Model Specification states that an “indicator device indicating the operating status of said
device and an operating device shall be provided in the cab” in the “rolling stock traveling on
sections of track provided with automatic train stop device, automatic train brake device and
automatic train operation device” and this requires the provision of onboard equipments
corresponding to safety equipments provided on running sections. However, when rolling stock
equipped only with an ATC device runs on automatic train operation device (ATO) sections having
the function of an automatic train control device (ATC), this shall not be prohibited as the safety
requirements are satisfied by ATC.
(1) This item has unified the content stipulated in the items “Driver’s Cabin” and “Conductor room” of
the former Ministerial Ordinance into the “Crew Room” and describes it as facilities of the crew
room. The structure of the crew room is described in Article 72 (Structure of Driver’s Cabin).
(2) Onboard equipments of the signaling safety equipment (ATS, ATC, ATO) were described as
“automatic train stop device, automatic train control device or automatic train operation device” in
the former Ministerial Ordinance. When the performance was stipulated, concrete device names
were not used for items of operation safety equipment, and therefore, in this provision, they are
described as “devices in Paragraph 2 of Article 54 or Article 57”.
190
(3) With respect to the operating device of the window wiper stipulated in the former Ministerial
Ordinance, the provision of the window wiper device is described in the Approved Model
Specification related to the structure of the crew room in Article 72. Therefore, this item was deleted
because there is no need to describe the provision of the operating device again.
(4) With respect to the Fukuchiyama Line train derailment that occurred on April 25, 2005, the cause
was investigated by the Aircraft and Railway Accidents Investigation Commission, and its progress
was reported and measures to be taken based on the relevant accident were proposed to the Minister
of Land, Infrastructure and Transport. One of the items was to request the improvement of
reliability of the train protection radio system and the simplification of operation as well as the
improvement in training of crew members in order to securely implement train protection at the
time of an accident.
With the relevant accident as an impetus and based on accidents in recent years, the Ministry of
Land, Infrastructure, Transport and Tourism set up a Technical Standard Study Committee to study
the safety level required in the technical standard concerning railways, and a study was conducted.
In the intermediate summary of said Study Committee meeting (November 29, 2005, hereafter
“Intermediate Summary”), the provision of the train stop device when an abnormality occurs in an
operator and the improvement in reliability of the train protection radio system were proposed as
items requiring urgent response in the technical standard. As a result, Paragraph 3 of the Ministerial
Ordinance and [Basic Items] 2 and 4 of the Approved Model Specification were additionally
stipulated as per the “Ministerial Ordinance that revises a part of the Ministerial Ordinance
stipulating the technical standard concerning railways” (Ministerial Ordinance of the Minister of
Land, Infrastructure and Transport No. 13 of 2006, hereafter “Revised Ministerial Ordinance” and
the “Partial revision of the Approved Model Specification of the Ministerial Ordinance stipulating
the technical standard concerning railways” (Railway Technical Report No. 18 dated April 28,
2006).
With respect to Paragraph 3 of the Ministerial Ordinance (train stop device in case of driver’s
abnormality), the supplementary provisions to the Revised Ministerial Ordinance stipulate that
rolling stock completed by June 30, 2008 that does not conform to the new Ministerial Ordinance
shall be allowed to not conform to the new Ministerial Ordinance during the period until the first
modification work is completed after the enforcement of the new Ministerial Ordinance.
Notwithstanding this, it is stipulated that rolling stock completed by June 30, 2008 and not
conforming to the new Ministerial Ordinance shall conform to the new Ministerial Ordinance by the
date of completion of the first modification work after the enforcement of the new Ministerial
Ordinance or June 30, 2016, whichever comes first.
[1] Rolling stock running on sections of track where the maximum number of passenger trains per
hour is 10 or more, in both directions in total
[2] Rolling stock for which the running speed exceeds 100 km/h
191
In addition, as the Intermediate Summary proposed that the shortest possible period for taking
measures is desirable, the notification to respond within the period shown in the table below was
issued in addition to the supplementary provisions to the Ministerial Ordinance. (Refer to “III
Related Data, 3 Content of related notifications”.)
Maximum running
speed
Number of
Speed exceeding 100 km/h Speed at 100 km/h or less
operations of
passenger trains per
peak one hour
Taking measures within
10 or more in both five years Taking measures
directions in total (Application of the Ministerial within 10 years
Ordinance is 10 years)
Taking measures within
10 years for [1] and [2],
Taking measures including
Less than 10 in both taking measures within
other safety measures
directions in total five years for [3]
systematically
(Application of the Ministerial
Ordinance is 10 years)
Legend: [1]: Speed limiting device, [2]: Train stop device in case of driver’s abnormality,
[3]: Operating condition recording device

- Train stop device in case of driver’s abnormality
This refers to a device that automatically and rapidly stops the rolling stock should the staff person
operating the propulsion car become sick, etc.
Currently, there are two types of devices having such a function. One is the “dead-man’s device” in
which the emergency brake is applied after a certain lapse of time when hands are released from the
handle of the master controller or the foot is released from the pedal. The other is the “EB
(emergency braking) device” in which the emergency brake is applied when the master controller
and devices such as the brake are not operated for a certain period of time.
These devices were in principle obligatory for one-man operated rolling stock before the revision of
the Ministerial Ordinance in 2006. The existing devices have their own features and the Intermediate
Summary proposes that respective railway operators should select a suitable device in consideration
of the conditions of the line sections. In addition, it is proposed that it is also important to develop
technologies to accurately and promptly grasp an abnormality of a driver and to improve the train
stop function when an abnormality occurs in a driver.
192
III. Related Data
(1) A collision accident occurred near Otsuki Station on the Chuo Line in October 1997 when the driver
of a deadhead train for shunting in the precincts failed to recognize a signal. Furthermore, the power
for the ATS equipment was turned off and thus the train collided with a limited express train
running on the main line. In the past, there were cases in which releasing the protection system led
to derailment and collision accident, hence the request that the safety equipment should not be
easily released.
(2) In a train derailment accident on the Fukuchiyama Line between Amagasaki Station and Tsukaguchi
Station on April 25, 2005, a train set of seven cars was running on a right curve with a radius of 304
meters, and the cars in the front derailed to the left side. The front two cars ran into the ground floor
of a condominium on the left side of the railway track and the front five cars derailed. This was an
unprecedented accident in recent years in which 107 passengers (including a driver) died and 555
passengers were injured (from the progress report of the Aircraft and Railway Accident
Investigation Commission investigation currently underway to explore the cause of the accident).
With the relevant accident as an impetus and based on other accidents in recent years, the Ministry
of Land, Infrastructure, Transport and Tourism set up a Technical Standard Study Committee to
study the required safety level of technical standards concerning railways.
With respect to indicator lamps and alarms of the driver’s cabin, the outline of the design standards of
the former Japanese National Railways is shown below for reference.
[Reference] Design standard of former Japanese National Railways
(1) Type and color of indicator lamps
[1] Status of active duty car
The type of indicator lamps varies widely and differs even in the same model depending on the
device configuration. There is not much difference among models in that the color red is used
to show danger and abnormality, but there are differences in how models use other colors.
[2] Indicator lamp viewed from the standpoint of ergonomics
(A) Brightness of the indicator lamp shall be at least twice that of the background.
(B) The instrument panel shall be painted dark and have a frosted finishing at least near the
indicator lamp fixtures.
(C) The indicator lamp for a high-level emergency shall be of the flashing type. The number of
flashing times shall be four times/second (allowable value: 3 - 10 times), and the
illuminating time shall be equal to the extinguishing time.
(D) The brightness of the indicator lamp shall be capable of being adjusted when the outside
illuminance changes.
(E) When several different colors are used for indicator lamps arranged in the same instrument
panel, colors that are substantially distant from each other on the color spectrum shall be
193
used in consideration of the color temperature of the light source.
(F) The following colors shall generally be used.
Red: Danger, Abnormal Green: Normal (regular)
Yellow: Caution Blue: Normal (regular)
(G) Brightness and color are important for an indicator lamp; size is not so important.
(H) It is advisable to show the usage of the indicator lamp and if possible the action to take
when it is lit using two to four letters.
(I) Provide eaves on the upper part of the instrument panel with indicator lamps as required to
prevent the reflection of light from the indicator lamps on the front glass.
(2) Type and frequency of alarms
[1] Status of active duty car
Alarms of ATS and EB are unified among the different types of rolling stock. Other alarms
differ among the types of rolling stock and even the same type of rolling stock has a unique
alarm depending on the model.
[2] Alarm viewed from the standpoint of ergonomics
(A) It is advisable for a beep to have a frequency of 500–3000 Hz. (200–5000 Hz is also
acceptable.)
(B) If there is an obstacle between the sound source and an operator, the frequency shall be 500
Hz or less.
(C) If there is considerable noise, a frequency used must be as far away as possible from the
highest density noise.
(D) For an emergency, a modulated sound should be used such as an intermittent high-pitched
sound that repeats at a rate of 1–8 times per second or a beat sound that repeats in cycles of
high and low frequency.
(E) When it is necessary to transmit other important signals during an alarm, an intermittent
pure sound with comparatively high frequency must be used.
(F) When many types of warning sounds are used, a composite sound is preferable to a pure
sound.
(G) It is advisable to adopt a system of intermittent sounding of the alarm until a driver takes
the necessary response action.
(H) A warning sound is distinguished based on addictiveness and it is difficult to distinguish
many types of sounds.
3. Content of related notification
(1) Operation notification of the former regulation of railway construction
(2) Handling of the Ministerial Ordinance that partially revises the Ministerial Ordinance stipulating
technical standards concerning railways (Railway Technical Report No. 19 dated April 28, 2006)
(Outline)
With respect to handling the revised Ministerial Ordinance and Approved Model Specification, it is
194
proposed in the “Intermediate Summary of the Technical Standard Study Committee” (November
29, 2005) that it is desirable for measures to be taken in as short a period as possible. Therefore, in
addition to the supplementary provisions to the revised Ministerial Ordinance, notifications of the
following content are issued.
[1] Among the items that do not conform to the stipulation of Paragraph 3 of Article 79 of the new
Ministerial Ordinance, those that are applicable to either Item of Paragraph 2 of Article 2 of the
supplementary provisions to the revised Ministerial Ordinance shall be made in principle to
conform to the new Ministerial Ordinance by June 30, 2011.
(A) Rolling stock running on sections of track where the maximum number of passenger train
operations per hour is 10 or more in both directions in total
(B) Rolling stock for which the running speed exceeds 100 km/h
[2] With respect to the device in 4 related to Article 79 of the new Approved Model Specification,
the new Approved Model Specification shall in principle be met by June 30, 2011.
(3) Handling of Item 1 of Paragraph 2 of Article 2 of the supplementary provisions to the Ministerial
Ordinance that partially revises the Ministerial Ordinance stipulating technical standards concerning
railways (Railway Technical Report No. 20 dated April 28, 2006)
(Outline)
With respect to handling the supplementary provisions to the revised Ministerial Ordinance,
notification of the following content is issued.
- In Item 1 of Paragraph 2 of Article 2 of the supplementary provisions to the revised Ministerial
Ordinance, “rolling stock running in that line section” (rolling stock running in a line section
where the maximum number of passenger train operations per hour is 10 or more in both
directions in total) refers to rolling stock regularly used in the line section, and a case where
rolling stock runs in the line section without passengers on board necessarily and quite rarely for
important, critical parts inspection of the rolling stock and general inspection shall not be
included.
JIS E 4603 Rolling Stock – Speedometer Equipment
5. References
Intermediate Summary of the Technical Standard Study Committee November 29, 2005
Technical Standard Study Committee (FY 2005)
195
(Internal Pressure Vessels and Other Pressure Supply Sources and Other Accessories)
Article 80. Internal pressure vessels and other pressure supply sources and other accessories shall comply
with the following standards.
(1) Shall be capable of preventing any abnormal pressure rise.
(2) Shall be capable of preventing any decline of function due to moisture, etc.
(3) Shall be capable of withstanding any vibration or impact that could lead to damages.
VIII-16 Article 80 Related to (Internal pressure vessels and other pressure supply sources and their
attached devices)
(Basic Items)
1 The following shall apply for the pressurized vessels and its attached device.
(1) A safety valve shall be provided at the main air tank or at a location near to where the air piping connects
to the said air tank.
(2) The main air tank shall be provided with a drain cock (this shall include a drain plug on the main air tank
that receives its air supply from a compressor provided with a desiccant filter unit) or an automatic drain
device. In addition, of the drain cocks indicated above, a protective device shall be provided on those
for which there is the danger of damage due to impact from a foreign object during operation.
(3) The pressurized vessels and its piping shall be mounted so as to be protected from damage due to
vibration or shock.
(4) Pressurized vessels shall be provided in a place where it is easy to inspect.
2 Rolling stock equipped with an air compressor shall be provided with a regulator. However, when two or
more air compressors are installed on a train and they are connected by air piping, it is acceptable not to
provide a regulator with each compressor.
3 The following shall apply for the accumulator and its attached device.
(1) A safety valve shall be provided at the accumulator or at a location near to where the hydraulic piping
connects to the said accumulator.
(2) The accumulator and its piping shall be mounted so as to be protected from damage due to vibration or
shock.
(3) Accumulators shall be provided in a place where it is easy to inspect.
4 A hydraulic pump shall be provided with a regulator.
[Explanation]
I. General
1. Purport
The Ministerial Ordinance describes the internal pressure devices and attached devices. Furthermore, in
addition to the Ministerial Ordinances, the Industrial Safety and Health Act applies to the internal
196
pressure vessels on the rolling stock.
2. Relationship between the Ministerial Ordinance and the Approved Model Specification. None
II. Details
(1) When there are multiple main air tanks, a safety valve shall be provided at the main air tank that is
the closest to the air compressor or at a location near to where the air piping connects to said air
tank.
(2) The safety valve shall operate within the pressure range of the pressure applied between 50 kPa to
100 kPa of the maximum pressure used in the main reservoir tank.
In addition to the Ministerial Ordinances, the Industrial Safety and Health Act applies to the internal
pressure vessels on the rolling stock. Therefore, in order to avoid redundant standards, the explanations
relating to the Industrial Safety and Health Act have been removed from the Approved Model
Specification.
(1) Laws relating to pressure vessels
① Definition of terms. (Order for Enforcement of Industrial Safety and Health Act, Article 1,
Paragraph 5, 6, 7)
Of the containers that hold within gases with gauge pressures of 0.2 MPa or
more (with the exception of Class 1 pressure vessels), the following are
Class 2 considered to be Class 2 pressure vessels.
Pressure Vessels (a) Vessels having an internal capacity of 0.04 cubic meters or more.
口 Vessels having a body with an inner diameter of 200 mm or more and a
length of 1000 mm or more.
Class 1 pressure vessels are considered to be the following (except for vessels
using gauge pressures of 0.1 MPa or less, vessels having an inner capacity of
0.04 cubic meters or less or having a body with an inner diameter of 200 mm or
less, and having a length of 1000 mm or less and vessels of which the product of
the maximum pressure to be used, shown in MPa, and the inner capacity, shown
in cubic meters, have a product that is 0.004 or less).
(a) A vessel, in which the internal pressure exceeds atmospheric pressure
Class 1 (except for those presented in ロ or ハ), that receives steam or other heat
Pressure Vessels medium, or that generates steam and heats a solid or liquid.
ロ A vessel that generates steam within the vessel by chemical reaction,
nuclear reaction or other types of reaction.
ハ A vessel in which a given liquid is heated for the purpose of separating the
components of said liquid, and as steam is generated in that vessel, and the
pressure inside the vessel exceeds atmospheric pressure.
ニ Vessels other than those indicated in (a) through ハ, in which a liquid
exceeding its boiling point is held at atmospheric pressure.
Of the Class 1 pressure vessels, the following are considered to be small-size
pressure vessels.
Small-size Pressure Vessels (a) Vessels using gauge pressures of 0.1 MPa or less, vessels having an inner
capacity of 0.2 cubic meters or less or having a body with an inner diameter of
500 mm or less, and having a length of 1000 mm or less.
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ロ Vessels of which the product of the maximum pressure to be used, shown in
Mpa, and the inner capacity, shown in cubic meters, have a product that is 0.02
or less.
In general, on rolling stock, because the main air tank uses a pressure that is at least 490kPa (5
atmospheres, 5 kg/cm2) or more, and even a control air tank that is 50 L or more, are deemed to
be Class 2 pressure vessels.
② Stipulations relating to "Class 2 pressure vessels" in the Industrial Safety and Health Act
ア Construction
Law Subject Description

Pressure Vessel Structure (Mutatis mutandis) Part 1. The stipulations of the structure standards for Class
Standards, Part II, Class 2 1 pressure vessels (except for Tables 2 to Tables 4 in
Pressure Vessel Structure Article 2, Article 43 and Article 45 to Article 62) are
Standards, Article 73 applied mutatis mutandis to Class 2 pressure vessels. In
this case, the efficiency of the welded seams presented in
the table in Paragraph 2 of Article 42 are to be 85 percent
of the values in the same table for the welded seams made
by a person who is not a boiler welder.
Based on this, a Class 2 pressure vessel have the contents of the Class 1 pressure vessel
applied mutatis mutandis.
イ Inspections

Industrial Safety and (Limits, etc., on Of the machinery, etc., other than specified machinery,
Health Act, Article 42 Assignment, etc.) etc., that are required for dangerous or harmful operations
other than those shown in Attached Table 2, those that are
to be used in dangerous locations or those that are to be
used to prevent harm to health, the items established by
Cabinet Order may not be transferred, lent or installed
unless they meet the standards established by the Ministry
of Health, Labour and Welfare and are equipped with
safety devices.
Order for Enforcement of (Machinery, etc., that Pressure vessels established by Cabinet Orders No. 1 and
Safety and Health Act, should meet No. 2 shown by law in the table are Class 2 pressure
Article 13 standards established vessels (except those accepted for use on ships that have
by Minister of been accepted by the Ship Safety Act, and those accepted
Labour and equipped by the Electric Business Act, High Pressure Gas Security
with safety devices, Act, the Gas Business Act).
etc.)
Industrial Safety and (Individual Unit Of the machinery, etc., in Article 42 (except the
Health Act, Article 44 Inspections) machinery, etc., stipulated in Paragraph 1 of the following
Article), the entity that manufactures or imports the items
as established by Cabinet Order that are listed in Attached
Table 2 shall have said machinery receive an inspection
by an entity (hereafter, "registered individual unit
inspection organization") registered with the Ministry of
Health, Labour and Welfare as established by Ministerial
Ordinance of the Ministry of Health, Labour and Welfare.
Order for Enforcement of (Machinery, etc., that The machinery, etc., established by Cabinet Order Article
Safety and Health Act, is to Receive 45.1 are to be Class 2 pressure vessels, small-size boilers,
198
Article 14 Individual Unit small-size pressure vessels, etc.
Inspections)
Boiler and Pressure Vessel (Inspections) The entity that manufactures or imports the Class 2
Safety Regulations, pressure vessel shall have said Class 2 pressure vessel
Article 84 receive an inspection as per Article 44.1 of the Law.
2. The entity that manufactures the Class 2 pressure
vessel in a foreign country may have said Class 2 pressure
vessel receive an inspection as per Article 44.1 of the
Law. The entity that manufactures or imports the Class 2
pressure vessel shall have said Class 2 pressure vessel
receive an inspection as per Article 44.1 of the Law.
3 The inspections in the previous Paragraph 2 are to be
as those established in the machinery, etc., inspection
regulations ( Ministerial Ordinance No. 45 of the
Ministry of Health, Labour and Welfare, 1972).
Based on the above, Class 2 pressure vessels must receive individual inspections at the
time of manufacture.

Industrial Safety and (Scheduled self-inspection) The operator must perform periodic
Health Act, Article 45 voluntary-inspections in accordance with the
stipulations of the Ministerial Ordinances of the
Ministry of Health, Labour and Welfare, as
established by Cabinet Order, on boilers and other
such equipment, etc., and record the results.
2 At the time of performing the self-inspection
(hereafter, “ the specified self-inspection”) as
established by the Ministry of Health, Labour and
Welfare, which are among the
voluntary-inspections stipulated by the same
paragraph, and which relates to the equipment, etc.,
in the previous paragraph that was established by
the Cabinet Order, the laborer using the equipment
is to hold certification as established by the
Ministry of Health, Labour and Welfare, or be
registered as stipulated in Article 54.3.1, and must
be implemented by the person (hereafter, “the
inspecting agent”) performing the specified
self-inspection for said machinery, etc., as
requested by other persons.
Order for Enforcement (Machinery, etc., that should The machinery, etc., established by Cabinet Order
of Safety and Health have periodic Article 45.1 are to be Class 2 pressure vessels,
Act, Article 15 voluntary-inspections) small-size boilers, small-size pressure vessels, etc.
Boiler and Pressure (Scheduled self-inspection) The operator must perform the following
Vessel Safety voluntary-inspections on Class 2 pressure vessels
Regulations, Article 88 following the start of their use, at intervals of one
time within a period of one year, on a scheduled
basis. However, this shall not apply to periods
during which the Class 2 pressure vessel is not
used for a period exceeding one year.
一 Damage or wear of the main body.
二 Wear to the bolts securing the cover.
三 Damage to pipes or valves.
2 The operator must perform
voluntary-inspections for each of numbers in the
same paragraph when once again starting to use the
199
Class 2 pressure vessel indicated in the proviso in
the previous paragraph.
3 When the operator performs the
voluntary-inspections referenced in the previous
two paragraphs, the results must be recorded and
retained for three years.
Based on the above, Class 2 pressure vessels must undergo voluntary periodic inspections.
III. Related Data

1. Past history
・Definitions, existing regulations and history of internal pressure vessels
The stipulations relating to internal pressure vessels found in the former Regulations for Regular
Railway Structures and former Regulations for Shinkansen Railway Structures are as follows.
Concepts and
Article Description
Actual Conditions
Former Article 187 These are the rolling stock internal pressure vessels
Regulations for (pressure vessels and their attached devices) used for
Regular accumulating compressed gas (the internal pressure at
Railway normal temperature [called the gauge pressure] ) is 2
Structures kg/cm2 or more (high-pressure gas as stipulated by
Article 2 of the High Pressure Gas Enforcement Law
(Law No. 204, 1951, hereafter, high-pressure gas)
([except vessels used for brake devices, having an
inner diameter of less than 200 mm and length of less
than 1000 mm, or having a capacity of less than 40
liters], hereafter , the same) and their attached devices,
which must comply with the following standards
一 The internal pressure vessel must fulfill the
standards established by the Minister of Labour in
Article 42 of the Industrial Safety and Health Act (Law
No. 57, 1972) relating to Class 2 pressure vessels that
are listed in Article 1, No. 7 of the Industrial Safety
and Health Act Enforcement Order (Cabinet Order No.
318, 1972)
三 Internal pressure vessels shall be provided in a
place that is easy to inspect.
四 Pressurized containers and its piping shall be
mounted so as to be protected from damage due to
vibration or shock.
Former (Article 67) Air reservoirs and their associated devices must have This is not
Regulations for the following design. stipulated in
Shinkansen 一 Air reservoirs, air pipes and valves shall be regards to internal
Structures capable of withstanding pressures that are 1.5 times pressure vessels.
greater than their maximum pressures.
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(Reference)
The stipulations in the former Regulations for Regular Railway Structures have been summarized and
are as follows.
○ Internal pressure vessels for rolling stock.
① A vessel used for the brake system having a gauge pressure of 2 kg/cm2 (196 kPa) or more used
for accumulating compressed gas.
② A vessel other than that used for the brake system having an internal diameter of 200 mm and
length of 1000 mm, and having a capacity of 40 L or more.
○ Class 2 pressure vessel listed in Order for Enforcement of Industrial Safety and Health Act, Article
1, No. 7.
A vessel used for the brake system having a gauge pressure of 2 kg/cm2 (196 kPa) or more used for
accumulating compressed gas.
○ Standards established by the Minister of Labour based on Industrial Safety and Health Act, Article
42
"Pressure Vessel Construction Standards" (September 30, 1989)
6. Related committees, etc. -- None
201
(Rolling stock Accessory Devices)
Article 81. Rolling stock shall be equipped with the following attached devices that comply with the relevant
standard described below. However, will be exempted from this rule, the rolling stock that are capable of
securing safe and smooth running as well as safe and smooth getting on and off of passengers:
(1) Sign device: Shall be capable of signing among crew surely;
(2) Communication device: Shall be capable of assuring smooth communication between crew;
(3) Whistle device: Shall have sufficient volume to be capable of warning danger;
(4) Public address system: Shall be capable of reaching every passenger room;
(5) Emergency alarm Device: Shall be easily available for passengers to notify crew if an emergency arises;
(6) Emergency stopping device: Shall be easily available for passengers to stop the train if an emergency
arises;
(7) Marker light: Shall be recognized from the ahead and from the behind of the train to confirm the direction
the train is heading to.
2. The attached device prescribed above under the item (6) shall not be installed in the case that it could pose a
danger like electric shock, to passengers who has evacuated the train.

VIII-17 Article 81 Related to (Rolling stock Accessory Devices)
(Basic Items)
1 The following shall apply the sign device.
(1) A sign device shall be provided on rolling stock on which the departure sign is performed by the
conductor. However, this does not apply when the departure sign is performed by a sign device provided
at the station.
(2) Transmission and receiving shall only be performed reciprocally among crew members.
(3) It shall have a structure in which the function cannot be easily cancelled by the decision of the receiver.
2 The following shall apply the communication device.
(1) A communication device (including a portable communication device) shall be provided on passenger
trains. However, this does not apply to rolling stock operated as a single car.
(2) Transmission and receiving shall only be performed reciprocally among crew members. However, this
does not apply when it has a function that gives priority to reciprocal communication among crew
members and will not impede crew member communication.
(3) It shall have a structure in which the function cannot be easily cancelled by the decision of the receiver.
3 At the front part of the first car of trains shall be provided a whistle device that has sufficient volume
capable of warning danger.
4 An onboard public address device shall be provided that enables guidance information to all rooms on
passenger cars. However, this does not apply to rolling stock operated as a single car.
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5 The following shall apply the emergency alarm device.
(1) An emergency alarm device shall be provided on passenger cars. However, this does not apply to the
rolling stock provided with an emergency stop device and/or operated as two or less rolling stock cars
(one car on cable railways).
(2) The transmission device of the said device shall be provided in the room of passenger cars provided with
an emergency alarm device. However, this does not apply to the passenger room on rolling stock having a
crew room whereby passengers can easily notify the crew.
(3) The location and operating instructions shall be displayed at the emergency alarm device or near to it so
as to be easily visible by passengers.
(4) It shall not be possible to manually cancel the function.
(5) On passenger cars provided with an emergency alarm device, a lamp shall be provided that automatically
lights on when the said device is operated. However, this does not apply when the location of the
emergency alarm device that has been operated can be confirmed by the crew in the driver’s cab and
conductor's room.
(6)The lamp in (5) shall be provided at the top part on both of the side surfaces of the rolling stock and shall
be easily distinguished from other lamps (except lamps that automatically light on when the emergency
exit is opened and when emergency stopping device are operated).
6 The following shall apply the emergency stopping device.
(1) The operating device for the emergency stopping device shall be provided in the room of passenger cars
provided with an emergency stopping device. However, this does not apply to the passenger room on the
rolling stock having a crew room whereby passengers can easily notify the crew.
(2) The location and operating instructions shall be displayed at the emergency stopping device or near to it
so as to be easily visible by passengers.
(3) It shall not be possible to manually cancel the function.
(4) Rolling stock operating on sections of electrified track with a third rail and double rigid conductor system,
suspended and straddle type rolling stock, levitation railway rolling stock shall not have an emergency
stopping device provided in the passenger room.
(5) On passenger cars provided with an emergency alarm device, a lamp shall be provided that automatically
lights on when the said device is operated. However, this does not apply when the location of the
emergency stop device that has been operated can be confirmed by the crew in the driver’s cab and
conductor's room.
(6) The lamp in (5) shall be provided at the top part on both of the side surfaces of the rolling stock and shall
be easily distinguished from other lamps (excluding lamps that automatically light on when the
emergency exit is opened and when an emergency communication device is operated).
7 The following shall apply for marker lights.
(1) White-color front marker lights shall be provided at a symmetrical position to the center surface of the
rolling stock on the front surface of rolling stock having a driver’s cab. Furthermore, at night, it shall be
possible to confirm that the lights are on from the front of the rolling stock, and shall be possible to
203
reduce the light intensity or changing the direction of the light beams downward.
(2) Rear markers shall be provided on the rear surface of the rolling stock of the rear end part of the last car
of a train. The rear markers should be red lamps or red reflectors (which is limited to items that can be
recognized by the illumination of the front marker lights of a following train) and shall be capable of
shining or reflecting light from the rear of the rolling stock at night. However, on Shinkansen, two or
more red lamps shall be provided at a symmetrical position to the center surface of the rolling stock.
(3) The rear marker lights on the front surface of the rolling stock and the front marker light on the rear
surface of the rolling stock shall not provide confusing lamp lights.
[Cable Railways]
8 The items other than those shown in the Basic Items shall be as shown below. However, Basic Items 1, 2
and 7 (1) does not apply.
(1) Transmission and receiving of the sign device and communication device shall only be performed
between crew members and staff members in the driving cab.
(2) White-color front marker lights shall be provided at a symmetrical position to the center surface of the
rolling stock on the front surface of rolling stock having a cab and at night it shall be possible to confirm
that the lights are on from the front of the vehicle.
(3) Transmission and receiving of the communication device shall only be performed between crew members
and staff members in the driver’s cab. However, this does not apply, when there is a function that gives
priority to communication between the crew members and the staff members in the driver’s cab and there
will be no impediment of the communication between the crew members and the staff members in the
driver’s cab.
[Explanation]
I. General
1. Purport
This Ministerial Ordinance stipulates the functions, etc., of the attached equipment necessary for
providing guidance information for the safe and smooth operation of the train and to the passengers.
This Ministerial Ordinance stipulates the functions required of the equipment attached to the rolling
stock as being: sign devices, communication devices, whistles, public address systems, emergency alarm
devices emergency stopping device and marker lights. Details of these functions are provided in
Approved Model Specifications (Basic Items) 1 to 7. In addition, Approved Model Specifications (Cable
railways) 8 describes how the interpretation differs for cable railways.
3. Items relating to Ministerial Ordinance, Article 7 (Steps that should be taken to provide smooth
mobility)
In addition to the contents provided in the Ministerial Ordinances and Approved Model Specifications
relating to the equipment attached to the rolling stock, there are requirements, which are based on
standards for making mobility smoother, for providing information relating to operation to the passenger
204
room and to show the destination and type [of service] on the side of the car body.
II. Details
1. Commentary about the Approved Model Specifications
The following are the standards for providing smoother mobility and the related notices relating to the
equipment attached to the rolling stock that are in addition to the contents provided in the Approved
Model Specifications.
Ease of Mobility Standard
(Saloon)
Article 31.5. Equipment for displaying by characters, etc., and equipment for audibly providing the
name of the next station the train is going to stop at and other information relating to the operation of the
railway rolling stock must be provided.
(Car Body)
Article 32.2 The destination and type of service of the railway rolling stock must be clearly displayed on
the side of the car body. However, this shall not apply when the destination and type of service are
clearly known.
NOTIFICATIONS relating to the Ease of Mobility Standard

(Information related to operation)
14-6, Article 31.5 "Information relating to other operation" is the information necessary for the passenger
to get off the train at his/her destination. Examples include the types of train service (limited express,
express, rapid express, etc.) and destinations.
14-7, Article 31.5 "Equipment for displaying by characters, etc.," for example, text bands and illuminated
display equipment; when there only 2 stations, signs can be provided in the car. "Equipment for audibly
providing" means, for example, equipment in the passenger saloon for making guidance announcements.
(Display equipment for train destination and type of train service)
15-4, Article 32.2 The following are examples of "this shall not apply when the destination and type of
service are clearly known."
① When there is display equipment near the end section of the adjacent rolling stock.
② When the section has only one destination or only one type of train service.
③ When there is local service (i.e., trains that stop at every station) available on a section that has two
or more types of train service.
④ When the passengers of said train can clearly understand the destination and type of train service
from other information equipment.
The above explains the standards for providing smoother mobility and the related notices relating that are in
205
addition to the contents provided in the Approved Model Specifications.
(Basic)
(1) Approved Model Specifications (Basic Items)1,2 describes the facilities and functions for indication
devices and communication equipment.
① On rolling stock on which the departure indication is performed by the conductor, a method of
easily enabling conveyance of the departure indication to the operator is to be provided in order to
ensure smooth operation. However, this stipulation has been removed when the departure indication
is performed by a indication device provided at the station.
② Communication equipment that enables reciprocal communication between crew members
regardless of whether the train is traveling or stopped, is to be provided. However, this stipulation
does not apply to dedicated rolling stock that are operated as one car and communication between
crew members can be done with relative ease without using communication equipment.
③ The indication device and communication equipment is to have a design such that transmission and
receiving can only be performed reciprocally among crew members and prevents third-party
interference. However, when the communication equipment enables communication with non-crew
members, the communication between the crew members should have priority; this stipulation does
not apply to equipment having a function that prevents third-party eavesdropping and interference
and to equipment that is also used as public address equipment.
④ The functions of the indication device and communication equipment are to give priority to the
sender in order to ensure communication of the information and the equipment should have a design
that makes cancellation of the communication at the discretion of the receiver difficult to perform.
(2) Approved Model Specifications (Basic Items) 3 describes the installation of the whistle and its
functions.
JRIS E 5501 (Railway rolling stock -- air whistles) is the standard for determining the volume of the
whistle.
(3) Approved Model Specifications (Basic Items)4 describes the installation of onboard public address
equipment.
The onboard public address equipment should have a speaker in each passenger saloon that enables
guidance information, etc., to be given from the crew to the passengers. However, this stipulation does
not apply to dedicated rolling stock that are operated as one car and guidance information can be given
by the conductor with relative ease without using public address equipment.
(4) Approved Model Specifications (Basic Items) 5, 6 describes the installation of the emergency alarm
device and emergency stop device and their associated indicators, etc.
① An emergency alarm device is to be provided that will enable immediate communication with a
crew member in the event of an emergency situation occurring in the passenger saloon. However,
these stipulations do not apply to rolling stock that have an emergency stop device installed that
enables passengers to immediately stop the train if an emergency situation occurs; moreover, these
206
stipulations do not apply to rolling stock operated as 2 or fewer cars (1 car for cable railways）
staffed by crew (driver and conductor) in each car and in which the passengers can easily
communicate with the crew.
② Emergency alarm device and emergency stop device (hereafter, emergency alarm device, etc.),
transmission device and operating device (hereafter, operating device), are to be provided that will
enable immediate communication with a crew member in the event of an emergency situation
occurring in the passenger saloon. However, the stipulations for the emergency alarm device, etc.,
shall not apply to the saloon on rolling stock having a crew room whereby passengers can easily
notify the crew.
③ A display showing the location and operating method for the control device, etc., that will enable a
passenger to distinguish the location and operating method of the emergency alarm device, etc.,
when there is an emergency condition in the passenger saloon, is to be provided so that said device,
or a display located near the device, can be easily seen by a passenger.
④ The emergency alarm device, etc., is to be such that it is not capable of not being used during an
emergency on a train in operation and that its functions cannot be easily canceled by a crew
member.
⑤ On rolling stock of a type that does not enable the installation of an emergency stop device in the
passenger saloon, a device that enables the passenger to stop the rolling stock when there is an
emergency is not to be installed as the passenger may erroneously leave the vehicle and be at risk of
electric shock, falling, etc.
⑥ The device shall be installed so that it will automatically illuminate when operated and can specify
to the crew the location of the emergency location. However, this shall not apply when the location
of the emergency alarm device that has been operated can be confirmed on a display device, etc., in
the cab and conductor's room.
⑦ In Approved Model Specifications (Basic Items) 6 (6), "a lamp shall be provided at the top part on
both of the side surfaces of the rolling stock and shall be easily distinguished from among other
lamps" means that, at a position that can easily be seen by a crew member, when one lamp is used in
conjunction with a another lamp, it should be easily distinguished from other lamps by the shape of
the lamp or by a display device, etc., provided in the cab or conductor's compartment. However, it at
also states that it is acceptable to not be able to distinguish the lamps for the emergency exit and the
emergency alarm device.
(5) Approved Model Specifications (Basic Items) 7 describes the installation and functions of the front
marker lights and rear marker lights.
① The front marker lights are lamps installed in the leading part of the train; they serve as the marker
lights indicating the front-most part of the train and also function to make forward visibility easier
by illuminating the direction of travel when operating at night or in a tunnel. White-color front
marker lights are to be provided at a symmetrical position to the center surface of the rolling stock
on the front surface of rolling stock having a cab and at nighttime it should be possible to confirm
207
that the lights are on from the front of the rolling stock. In addition, in anticipation of meeting trains
traveling in the opposite direction, the lamps shall be capable of reducing their brightness or
changing the direction of their beam.
② The rear marker light are markers that indicate the rear-most part of the train; they are either red
lamps or reflective plates that will reflect a red color when illuminated by the front marker lights of
the train behind, and can be illuminated or reflected from the rear of the rolling stock at night,
enabling it to function as a means of easily confirming whether the cars uncoupled from the train
have been left behind. However, as the high-speed operation of the Shinkansen makes it impossible
to use reflectors that are illuminated by the front marker lights of the train behind, two or more red
lamps shall be provided in a symmetrical position to the center line of the rolling stock.
③ In order to prevent accidents, the rear marker lights on the front surface of the rolling stock and the
front marker light on the rear surface of the rolling stock should not provide any additional
illumination that could cause confusion.
(6) The following shows the devices attached to the rolling stock that are related to standards for providing
smoother mobility.
① Article 31.5 of the Ease of Mobility Standard stipulates that "Equipment for displaying by
characters, etc., and equipment for audibly providing the name of the next station the train is going
to stop at and other information relating to the operation of the railway rolling stock must be
provided," and provides examples of related notifications as "information relating to other
operations," "equipment for displaying by characters," and "equipment for audibly providing
(information)." This section requires that the passengers be able to get off at their destination
stations and that onboard guidance equipment (including onboard public address equipment, etc.) be
installed so that the necessary information can be provided visually and audibly in consideration of
passengers with visual and auditory impairments
② Article 31.2 of the Ease of Mobility Standard stipulates that "The destination and type of service of
the railway rolling stock must be clearly displayed on the side of the car body" and in the related
notifications, the proviso gives an objective example of "when the destination and type of service
are clearly known." This section requires that when passengers board said rolling stock,
consideration be give to ensure they can reach their intended destination stations, and with the
exceptions applicable to the proviso, such as the installation of operation guidance display devices
on the platform, etc., it requires the installation of destination guidance devices on the sides of the
car body.
[Cable Railways]
(1) Approved Model Specifications (Cable railways) describes the functions of the (sign device,
communication device and front maker lamps), which, of the devices attached to the rolling stock, differ
in part from the (Basic Items) and interpretation.
① The sign device and communication equipment is to have a design such that transmission and
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receiving can only be performed by crew members and prevents third-party interference.
② The front marker lights are lamps installed in the leading part of the train; they are mounted
symmetrically to the center line of the front surface of rolling stock having a crew compartment
(cab). The lamps are white in color and at nighttime it should be possible to confirm that the lights
are on from the front [of the rolling stock].
③ The rolling stock should have a communication device installed, regardless of the number of cars in
the trainset. This device is to have a design such that transmission and receiving can only be
performed by crew members and prevents third-party interference. However, when the
communication equipment enables communication other than that between the crew and the staff in
the cab, the communication between the crew and the staff in the cab should have priority; this
stipulation does not apply to equipment having a function that prevents third-party eavesdropping.
④ The functions of the sign device and communication equipment are to give priority to the sender in
order to ensure communication of the information and the equipment should have a design that
makes cancellation of the communication at the discretion of the receiver difficult to perform.
(1) Content based on the Ease of Mobility Standard relating to installation of interior passenger
guidance devices and destination guidance devices were added to the items stipulated in the old
Ministerial Ordinance
(2) The old Shinkansen Railway Structure Regulations stipulates, "the front marker lights must be
capable of being recognized at a distance of 600 meters or more," and the "the rear marker lights
must be capable of being recognized at a distance of 200 meters or more." However, these
stipulations were removed because they were not made in the old Regulations for Regular Railway
Structures and the Regulations for Special Railway Structures, and because companies having
Shinkansen trains did not necessarily have a unified distance for confirming the marker lights and
tended to determine such distances on their own.
III. Related Data

"Fire on Hokuriku Line of Japanese National Railways"
[Article 83 Commentary Relating to (Countermeasures to Rolling Stock Fire), Refer to "III Related
Data."]
・Countermeasures: Improvement of onboard announcement facilities
2. Design ideology None
209
regulations for special railway structures relating to rolling stock (KATETSUHO, No. 16,TASHA
No.50; 1987)
(2) Standards relating to the necessary structures and facilities for passenger facilities, rolling stock, etc.
(Construction Ministerial Ordinance, No. 10, November 1, 2000)
(3) Standards relating to the necessary structures and facilities for passenger facilities, rolling stock, etc.
(TETSUGI, No. 97, November 1, 2000)
JRIS E 550 Rolling stock - Whistles
Railway Technical Terminology Dictionary, Railway Technical Research Institute, (Foundation)
210
(Rolling Stock Indication)
Article 82. Rolling stock shall have indication necessary to be properly identified.

VIII-18 Article 82 Related to Rolling Stock Indication
(Basic Items)
1 The indication for rolling stock shall be as shown below.
(1) Rolling stock shall have the indication such as code, number, etc., in order to identify individual rolling
stock.
(2) The maximum loading capacity shall be indicated on freight cars.
[Cable Railways]
2 In addition to the Basic Items, the maximum passenger capacity and the maximum loading capacity shall
be indicated.
[Explanation]
I. General
1. Purport
The Ministerial Ordinance and Approved Model Specifications describe the necessary items and
necessary maximum loading capacity, etc., for safety and for identification control of the rolling stock.
The Ministerial Ordinance explains the basic items. The Approved Model Specifications objectively
describes the necessary items for displays for maximum loading capacity, etc.
Note that the displaying, etc., on the rolling stock of the "month, date and location of the inspection of
the rolling stock" is described in the Approved Model Specifications related to Article 91 (Records).
II. Details
(1) The Approved Model Specifications (Basic Items) describes the content that are to be on the
display.
① There are many examples relating to the items displayed on the display for the rolling stock:
"Code Numbers" (the code numbers [the code number used when applying for rolling stock
confirmation], which is the code number established in Article 20 of the enforcement
regulations for Railway Business Law (Ministry of Transport Ministerial Ordinance, No. 6,
1987) In addition, there are examples of other displays, such as empty car weight, rated
passenger capacity, etc.
② In order to prevent the overloading of freight cars, the "maximum loading capacity" is to be
displayed.
211
(2) In the Approved Model Specifications (Cable Railways), the "maximum passenger capacity" is to
be displayed in order to prevent passenger overloading on cable railways.
former ordinances when new technical standards are established.
The display for "the empty weight of special cars" and the display content for "rated passenger capacity"
(in the case of displaying rated passenger capacity, it is the total of the number of seated and standing
passengers that cannot be exceeded) that is stipulated in the former Regulations for Regular Railway
Structure, but in the former Regulations for Shinkansen Railway Structures there is a stipulation for a
display with the "name of the operating entity or code," but as neither has any bearing on safety, this
stipulation was deleted.
III. Related Data

1. Past history -- none
JIS E 7103: Car Body Design Guidelines for Railway Rolling Stock -- Passenger Cars
212
Section 5 Countermeasures against Rolling Stock Fire, etc.
(Fire Prevention Measures for Rolling Stock)
(Countermeasures against Rolling Stock Fire)
(Countermeasures against Rolling Stock Fire)
Article 83. Electric wires and cables used in rolling stock shall be capable of preventing fire caused by
electric confusion, overheating of equipment and other reasons.
2. Devices that are likely to generate arc or heat shall be provided with the pertinent protective measures.
3. The body of passenger cars shall be built with the appropriate structure and materials so that they can
prevent prospective fire from starting and spreading.
4. Locomotive (excluding steam locomotive), passenger cars and freight cars with crew cabin, shall be
provided with fire extinguishing devices to contain fire at an early stage.

VIII-19 Article 83 Related to (Countermeasures against Rolling Stock Fire)
(Basic Items)
1 The countermeasures against rolling stock fire shall be as shown below.
(1) The countermeasures of wiring, equipment, etc., against rolling stock fire shall be as shown below.
Wiring Items near to or connected to Cover with extremely flame retardant material
equipment for which there is the including incombustible material, hereinafter the
danger of arcs or heat being same)
generated.
Other than the above Cover with flame retardant material (including
extremely flame retardant material and
incombustible material, hereinafter the same)
However, this does not apply to items for which
there is no danger of mixed contact or shorting.
Electrical Equipment for which there is the Shall isolate from floors, walls, etc., and as
Equipment risk of arcs or heat being necessary provide insulation and incombustible
generated. heat-resistant plate between them.
Rolling stock with internal combustion engines The engine shall be isolated from floors, walls, etc.,
and as necessary provide incombustible
heat-resistant plate between them.
Shall reinforce the heat insulation between the
smoke stack of the exhaust pipe and the carbody.
(This means a structure for stopping burning to the
carbody even if flame leakage due to wear, etc., of
the smoke stack of the exhaust pipe, etc.; it means a
structure such as providing a incombustible
heat-resistant plate.)
213
(2) The countermeasures against rolling stock fire for passenger cars shall be as shown in the following table.
General Subway, Special Railways (Note 10)
Part Passenger etc.,
Cars passenger
cars and
Shinkansen S G T C L
passenger
cars
Roof Roof Metal or equal to or better incombustib ○ Same Same
(Note 1) than the incombustibility of le as S as S
metal (Note 2) Metal or ○
equal to or
better than
the
incombustib
ility of metal
Roof top Shall be covered with a flame retardant ○ ○
surface insulating material (limited to passenger
trains that travel on sections of track with
electrified overhead contact) line) (except
extremely high voltage contact lines)
Equipment The mounted part shall be insulated from the ○ ○
and hardware car body or shall be covered with a flame
mounted to retardant insulating material (limited to
the roof passenger trains that travel on sections of
track with electrified overhead contact
line) (except extremely high voltage
contact lines)
External End section Flame retardant Incombustible ○ Same Same
sheeting Shall use Shall use as S as S
incombustible incombustible
material for the material for the
surface paint (Note surface paint (Note 6)
6)
Other than Shall be Incombustible ○ Same Same
end section incombustible or Shall use as S as S
surface shall be incombustible
covered with a material for the
incombustible surface paint (Note 6)
material (Note 3),
shall use
incombustible
material for the
surface paint (Note
6)
Passeng Ceiling Shall be Incombust Incombu Same ○ Same
er room incombustible or ible stible as G as G
surface shall be Shall have Shall use
covered with a resistance incombu
incombustible to burning stible
material (Note 3), due to material
shall use radiant for the
incombustible heat, and surface
material for the shall have paint
surface paint (Note resistance (Note 6)
6) to melting
and
dripping.
(Note 5)
214
Shall use
incombust
ible
material
for the
surface
paint
(Note 6)
Inside panel Shall be Incombustible ○ Same Same
incombustible or as S as S
surface shall be Shall use
covered with a incombustible
incombustible material for the
material (Note 3), surface paint (Note 6)
shall use
incombustible
material for the
surface paint (Note
6)
Heat insulation and Incombustible ○ Same Same
noise insulation as S as S
Floor Floor Structure where there is little risk of smoke ○ Same Same
and fire flowing. as S as S
Floor Flame retardant ○ Same Same
covering as S as S
Filler Extremely flame retardant ○ Same Same
material as S as S
under floor
covering
(Note 7)
Floor panel Metal floor sheeting or ○ Same Same
equal to or better than the as S as S
incombustibility of metal
(Note 2)
Underfloor Shall be Shall be Surface ○ Same Same
surface (Note incombustible incombusti paint (Note as S as S
8) or surface ble or 6) shall be
covered with surface incombustib
metal. covered le.
with metal
and shall
use
incombusti
ble material
for the
surface
paint (Note
6)
Underfloor equipment Incombustible. However, ○ Same Same
box (Note 9) flame retardant when the as S as S
need for insulation is
unavoidable.
Seat Fabric Flame retardant Same ○ Same
as S as S
Filler Flame retardant ○ Same Same
as S as S
When Provide incombustible ○ Same Same
electric heat-resistant plate in as S as S
heater is between heating element
215
provided and seat.
under the
seat
Window Window Flame retardant
shade shade
Gangwa Gangway Flame retardant ○ ○ Same
y bellows as S
bellows
Note 1: "Roof" means the section above the rain trough or rain gutter of the upper structure of the carbody,
but when the rain trough or rain gutter is located inward of one-third the maximum carbody width as
measured from the centerline of the carbody, "roof" shall mean the section up to one-third the
maximum width of the carbody respectively as measured from the centerline of the carbody.
However, when part of the roof is in integral part of the external sheeting of end section, the said
section shall be the "end section" of the "external sheeting" shown in (2) of the table.
Note 2: The expression "equal to or better than the incombustibility " for "roof" and "floor" means that the
non-combustion performance is equal to or better than the metal used on the existing roof and floor
sheeting, which is different from the stipulation for incombustible in the combustibility standards for
materials used in railway rolling stock.
Note 3: "Surface shall be covered with a incombustible material" include incombustible materials combined
with incombustible materials such as metal.
Note 4: Among guide rail type of railways, the "ceiling" on rolling stock used for railways with underground
construction and railways having long tunnels shall be in accordance with stipulations for passenger
cars for subways.
Note 5: The material for ". . . have resistance to burning due to radiant heat, and shall have resistance to
melting and dripping . . ." shall, in addition to ceiling materials, include main facilities for air
conditioning outlets, etc., installed in upper section of passenger rooms. However, excluding small
items, etc., that will not affect the spreading of the fire.
Note 6: "Surface paint" means the most outer coat of paint when there are multiple coats.
Note 7: "Filler material under floor covering" means the filler for floors with keystone construction, and the
hardboard, water-resistant veneer, etc., that are sandwiched between metals or between metal and
flooring material are included in the stipulations for filler material.
Note 8: When a metal sheet is affixed under the underfloor surface so that hot air from equipment installed
underfloor will not affect the underfloor surface, the said metal sheet shall be deemed the "underfloor
surface."
Note 9: The covers for relays, etc., are not included in “underfloor equipment box."
Note 10: The abbreviations for the types of special railways are as shown below.
S: Suspended railways, straddled type monorail
G: Guide rail type of railways
T: Track-less electric vehicles
C: Cable railways
L: Levitation railway
216
(3) Non-combustible, extremely flame retardant and flame retardant are used in the tables in (1) and (2) are
according to the standards in the following table which are based on the following Test Method I for
Non-Metallic Materials for Use on Railways.
Combustibility Standards for Materials for Use on Railways

Classification During Burning of Alcohol After Burning of Alcohol
Ignition Flame Smoke Flame Residual Residual Carbonization Deformation
Condition Flam Ash
Non-combustible None None Negligible 100 mm or 100 mm or
less less surface
discoloration deformation
Extremely flame None None Little Does not 150mm or
retardant reach top less
edge of test deformation
piece
Yes Yes Little Weak None None 30mm or less
Flame retardant Yes Yes Flame None None Reaches top Deformation
does not edge of test that reaches
exceed piece edge,
top edge localized
of test penetrating
piece holes
Note: Dimensions of carbonization and deformation are shown on major axis.
・Items that burn abnormally shall have one rank lower classification.
・Determinations shall be according to the following test methods.
Test Method I
In the Test Method I for Non-Metallic Materials for Use on Railways a B5-size (182 x 257 mm) test material
is held at a 45 degree angle as shown in the figure and the center of the bottom of the fuel container is placed
on wood platform, such as cork, having a low heat conduction ratio so that it will be positioned 25.4 mm (1
inch) perpendicularly below the center of the bottom plane of the test piece. The fuel container is filled with
0.5 cc of pure ethyl alcohol, which is ignited and allowed to burn until consumed.
The determination of combustibility is classified into during burning and after burning, with ignition, flame,
smoke condition and flame condition, etc., of the test material being observed during burning and residual
flame, residual ash, carbonization and deformation being investigated after burning.
In regards to the pre-test treatment of the specimen, when the material has absorption characteristics, it shall
be finished to the prescribed dimensions and left in the ventilated rooms for 5 days above 1 m or more apart
from the floor surface avoiding the direct sunshine. The conditions in the test room shall be as follows,
without any flow of air.
Temperature: 15 to 30 degrees Celsius
Humidity: 60% to 75%
217
General Sketch of Test Method
(4) " . . . shall have resistance to melting and dripping . . ." used in the table in (2) means that the surface of
the material shall maintain its smoothness after the alcohol in the Test Method I for Non-Metallic
Materials for Use on Railways has been burned .
(5) "Resistance to burning" in the table in (2) shall be according to the following standard which is based on
the Test Method II for Non-Metallic Materials for Use on Railways.
Overall heat value (MJ/m2) Ignition time (Sec) Maximum heating speed (kW/m2)
8 or less 300 or less
Exceeding 8 and 30 or less 60 or more
Test Method II
Test Method II for Non-Metallic Materials for Use on Railways applies ISO 5660-1: 2002 as shown in figure,
where a square test specimen having a smooth surface and width and length of 100mm and thickness of up to
50 mm is exposed to a radiant heat of 50 kW/m2 for 10 minutes.
This test verifies whether the difference between the average value of the maximum heating speed of three
test specimens and the maximum heating speed of each test specimen is less than 10%, and if less than 10%,
the data of the said three test specimens will be adopted. In the event that the difference was 10% or more,
the tests shall be conducted on another three test specimens, and among the six test specimen sheets, the data
of the four test specimens of which the maximum value and the minimum value of the maximum heating
speed are excluded shall be used. The combustion determination shall be based on the total heating value
(MJ/ m2) and the maximum heating speed (kW/ m2) and ignition time (seconds) during the test.
The ignition time (seconds) shall be the time from the start of the test until the initial ignition is confirmed.
The initial ignition is deemed to be the case that the flame has existed for 10 seconds or more.
218
General Sketch of Test Method II
Test piece
(Longitudinal/lateral 100 mm)
(6) The appropriate fire extinguisher shall be provided for use on rolling stock for locomotives (except steam
locomotives), passenger cars and freight cars (limited to those with a crew). Furthermore, the location of
the fire extinguisher shall be shown in a position that can be easily seen by passengers. However, this
does not apply when the fire extinguisher can be easily seen by passengers.
2. A gangway door, etc., having a construction with the function to close it during normal operation, shall be
provided on rolling stock with connecting rooms on passenger cars for subways, etc., passenger cars for
Shinkansen, passenger cars for suspended railways, passenger cars for straddled type monorail, passenger
cars for guided railways (limited to rolling stock used in railways having underground structures and
having long tunnels) and passenger cars on levitation railways. However, if the connecting section is the
crew room, it is acceptable that the door for the gangway entrance be one that is easily closed.
[Notice concerning applicable timing] (2004: Railway Bureau (Ministry of Land, Infrastructure, Transport
and Tourism) Notice No.125)
1 The stipulations relating to the section limiting "Shall have resistance to burning due to radiant heat, and
shall have resistance to melting and dripping" to "ceilings" in "passenger rooms " found in the table in (2)
of the Approved Model Specifications relating to Article 83 and the stipulations for Approved Model
Specifications 2 shall apply from December 27, 2004. (There are provisos.)
2. Stipulations relating to the Approved Model Specifications for Article 83 1 (6) (limited to the section
related to the display for the location of the fire extinguisher) shall apply from July 1, 2005.
219
[Explanation]
I. General
1. Summary
Countermeasures to rolling stock fire covers the lessons learned from past fires, and include the
numerous strengthening and enhancement of standards up to the present time. The intent of the fire
countermeasures comprises "countermeasures to prevent the occurrence of fire by preventing the rolling
stock from becoming a source of fire," "countermeasures to prevent the spread of fire by designing the
rolling stock to be non-combustible, assuming that a fire could occur," and "countermeasures for
ensuring an escape path and the minimization of injuries in the rare event of a fire occurring."
2. Relationship between the Ministerial Ordinance and the Approved Model Specifications.
(1) The "preventing the occurrence of fire" that is stipulated in the Ministerial Ordinance requires that
the source of the occurrence of fire not be due to overheating of equipment, etc., or the ignition of
fuel, etc. The "preventing the spread of fire" requires the noncombustible/combustion-resistant
structure of the rolling stock keep the fire from spreading in the rare event of fire on the rolling
stock or in the event of a fire from a fire source carried onboard by a passenger.
(2) The requirements for electrical wire, equipment, etc., stipulated in Paragraph 1 and Paragraph 2 of
the Ministerial Ordinance are objectively indicated in Approved Model Specifications [Basic Item]
1 (1).
(3) In "the occurrence of fires that can be anticipated" found in Paragraph 3 of the Ministerial
Ordinance, other than the rare event of a fire being caused by rolling stock equipment, etc., is
assuming acts of arson (major fire source) such as occurred inside the train on the Daegu subway
line in Korea in addition to considering the sources of fire carried onboard by passengers (fire from
cigarettes, lighters, etc.) or combustible materials (newspapers, magazines, cloth in baggage, etc.)
(4) "The structure and materials that can prevent the occurrence and spread of anticipated fires" that is
stipulated in Paragraph 3 of the Ministerial Ordinance are objectively indicated in Approved Model
Specifications (Basic Items) 1 (2) and 2.
(5) The "provide equipment that can extinguish fire in its initial stages," stipulated in Paragraph 4 of the
Ministerial Ordinance are objectively indicated in Approved Model Specifications (Basic Items) 1
(6).
II. Details
1. Commentary about the Ministerial Ordinance and the Approved Model Specifications.
(1) In "the occurrence of fires that can be anticipated" found in the Ministerial Ordinance, in the past
there was consideration of events, and sources of fire carried onboard by passengers (fire from
cigarettes, lighters, etc.) or combustible materials (newspapers, magazines, cloth in baggage, etc.) in
addition to the rare event of a fire being caused by rolling stock equipment, etc., but acts of arson or
fire damage to the rolling stock had not been considered. Therefore, based on the report from the
"Committee for investigating countermeasures to subway fires," arson by gasoline (major fire
220
source), which was the source of the fire on the Daegu subway line in Korea, was added as an
anticipated fire.
(2) The "equipment with the risk of generating heat" in Table 2 of the Approved Model Specifications
(Basic Items) shows that among the resistors in the main circuit, those that generate a relative large
amount of heat, such as the main resistors, current limiting resistor, inductive shunt resistors, etc.,
are applicable and that the resistors for the voltmeter, slip prevent device, etc. are not applicable.
(3) The "separate from floors, walls, etc.," "provide heat resistant plate" and the protection, etc., for
wires are reinforcements due to the fire on the Tokyo Metro Hibiya Line (1968), which required the
prevention of fire occurring from underfloor equipment. Countermeasures to fire include such
measures as: preventing equipment such as resistors, etc., from generating abnormal heat,
separating wires, floors, etc. from equipment that have the potential for generating heat or installing
heat resistance plates. Rolling stock in the past had resistor control systems that used main resistors
and there was a need to ensure distance for separation and to install heat-resistance plates. Recent
rolling stock use VVVF control, etc., and most cars do not use large resistors and because of this,
the previous standard cannot be applied as is or there is no need for it to be applied.
When designing rolling stock, there is a need to take the heat generated by the equipment into
consideration and, as necessary, to provide space and install heat-resistance plates, etc. However, in
regards to the objecting spacing distances or the types of heat-resistance plates, etc., it is most
effective to perform this in conjunction with preventing the generation of heat from the equipment.
For reference, the following presents the countermeasures that appeared in previous notices.
① Subway, etc., passenger cars
(a) Wiring is not to be installed within a range enclosed by the underfloor surface and the
planes formed 150 mm to the ends, sides and bottom from the element of the resistors of
the main circuit. However, this shall not apply to wires with heat resistant covering used
for automatic door operators, passenger room electric heating devices, etc., and other
such applications that are structurally unavoidable; wiring that is protected by metal
conduit and leads and jumper wires from main circuit resistors that have an extremely
flame-resistant covering.
(b) Underfloor wiring between the resistor elements for the main circuit resistors and the
nearest crossbeam that is 500 mm or more in the longitudinal direction from said
resistor shall be protected by metal conduit or a sealed duct. (For rolling stock without
crossbeams, it shall be the distance at a point 500 mm in the longitudinal direction of the
rolling stock from the resistor element.) However, this shall not apply to lead wires from
controllers, etc., which have an even more stringent method. In such cases, lead wires
within 200 mm from the boundary of range (a) and within 250 mm in the downward
direction of the underfloor surface shall be covered with an extremely flame retardant
electrical insulating material.
221
(c) The sealed duct referenced in (b) shall not interfere with the ventilation near the main
circuit resistors and the section facing the main circuit resistors that is within 200 mm of
the boundary of range (a) shall have its inner or outer surface covered with
noncombustible insulation.
(d) Provide a noncombustible heat-protection plate having 6 mm or more thickness of
insulation at a location 250 mm or removed in the downward direction from the bottom
surface of the floor, and this heat-protection plate shall prevent to the greatest extent
possible heat generated by the main circuit resistors from coming in contact with the
underfloor surface, conduit, duct, electrical wires, etc. However, this shall not apply
when structures and dimension having an effect that is equal to or greater than this are
possible.
② Passenger cars other than subway, etc., passenger cars
(a) Wiring installed within a range enclosed by the planes formed 350 mm to the ends, sides
and bottom from the element of the resistors of the main circuit and 150 mm from the
underfloor surface shall be protected by metal conduit or a sealed duct. However, this
shall not apply to lead wires from the main circuit resistor, etc., which have an even more
stringent method.
(b) The main circuit resistors shall separated as much as possible from the bottom surface of
the floor and its upper section shall have a noncombustible protective plate, which shall
keep heat generated from the main circuit resistors from coming in contact with the
bottom surface of the floor, conduits, ducts, wiring, etc., to the greatest extent possible.
(c) Wiring shall not be permitted inside the ventilation ducts used on main circuit resistors
with forced-air cooling (except for wiring for the main circuit resistors) and the use of
wiring and vinyl chloride conduit near the output port that is struck by hot air is to be
absolutely avoided and if unavoidable, is to be protected by metal. However, a
heat-protection plate is not required.
(4) The "items near to or connected to equipment for which there is the danger of arcs or heat being
generated" in the table in Approved Model Specifications (Basic Items) 1 is limited to wires
affected by arcs or heat generated from said equipment. Moreover, "covered with extremely flame
retardant material" includes protection by piping outside the insulation.
(5) The "reinforced heat insulation between the smoke stack of the exhaust pipe and the car body" on
rolling stock having internal combustion engines in the table in Approved Model Specifications
(Basic Items) 1 has content that was re-evaluated based on the fire at the Echigo-Nakazato and is in
consideration of preventing the start and spread of fire due to the overheating of engine oil that had
accumulated in the exhaust pipe.
(6) The item relating to the roof in the table in Approved Model Specifications (Basic Items) 1 is
content relating to the insulating characteristics of the roofs of rolling stock traveling on sections
with overhead train lines (except lines using extremely high voltage) that has been stipulated based
222
on lessons learned from fire at the Sakuragichou station on the Negishi Line (1951). The reason
why insulation is not required on AC sections is because the detection of the failure amperage from
the ground side will shut off the electric current. Insulating the roof, in contrast, prevents what
could not be accomplished because of the inability to make the detection or delays in shutting off
the current.
(7) The "ceiling" in the table in Approved Model Specifications (Basic Items) 1, is the area that is
generally interpreted to mean the curved section above the lintel, which is based on general concept
that this is the area that would be strongly influenced by the flames from a fire inside the passenger
room. Furthermore, crew rooms, etc., with doors that are normally closed and sealed are not
considered a passenger room, so this standard applies to general passenger trains.
(8) The "shall have resistance to burning due to radiant heat, and shall have resistance to melting and
dripping," for "ceiling" in the table in Approved Model Specifications (Basic Items) 1 as a
countermeasure to fire is based on the fire on the Daegu subway line in Korea and the report from
the "Committee for investigating countermeasures to subway fires." Based on the viewpoint that it
is important to inhibit the spread of fire as much as possible, this was newly established as a
countermeasure to fires on the ceiling of passenger room, which has the biggest influence on the
spread of fire. The test methods for determining the "resistance to burning" and the determination
criteria are stipulated in Approved Model Specifications (Basic Items) 1 (5). Moreover, the test
methods for determining the "resistance to melting and dripping" and the determination criteria are
stipulated in Approved Model Specifications (Basic Items) 1 (4). Furthermore, while the above
obviously refers to the materials for the ceiling itself, in principle, it also needs to be applied to
devices mounted on the ceiling.
However, it may not be necessary to apply this, or to partially apply it, by taking some
considerations, etc., based on the level of affect the device has the spreading of the fire or
technological potential. Examples of when this has and has not been applicable are provided below.
① Examples of when applicable
・Outlet ports for air conditioning, luggage racks
These need to be applicable because they occupy a relatively large portion of the ceiling section
and when they drip, the flames are not self-extinguishing and are therefore considered to be
equipment that can affect the spread of flames.
② Examples of when not applicable
・Outlet ports for air conditioning (Limited to spot type, etc.)
・ Advertising retainers
・Grab straps
・Equipment for displaying information about rail car operations by characters or other means
(Limited to items for which steps have been taken to prevent melting and dripping)
※ These are not applicable because it is material that occupies a relatively small portion of the
ceiling or are grab straps that will soon fall off and not contribute to the spreading of the
223
flames.
Moreover, for installations of equipment, etc., for displaying information about rail car operations
by characters or other means where it is technically difficult to use materials that can withstand
burning and withstand melting and dripping, this will not apply if a construction that can prevent the
melting and dripping, such as covering the lower part of the material with metal, can ensure
resistance to burning, etc. In regards to the globes for the lighting in the passenger room which also
present similar technical difficulties, if the passenger room can be basically sealed from the outside
air by the use of automatic doors between passenger rooms and entrances/exits with windows that
do not open, (limited to when a manual has been established for stopping the ventilation system),
they are not considered applicable because they does not contribute to the spreading of the flames.
(9) Regarding the determination of " resistance to melting and dripping that is used in Approved Model
Specifications (Basic Items) 1 (4), previously "Test Method I" would allow for some degree of
deformation if the test piece was "non-combustible;" a test piece is considered to be resistant to
melting and dripping if its surface retains its smoothness after being burned by the alcohol fire in
Test Method 1.
(10) The test shown in Approved Model Specifications (Basic Items) 1 (5) (Test Method II:
Combustibility test using cone-shaped calorie meter) self-extinguishing (combustibility) has been
added to the test and determinations of the categories of "flame resistant," "extremely flame
resistant," "noncombustible," etc., and in Test Method I for non-metallic materials used for railway
rolling stock for use in determining resistance to burning in the event of a major flame source, it
has been added as test method for materials used in the ceilings of subway, etc., passenger cars and
Shinkansen passenger cars, with the determination criteria being established based on the test
results of the material confirming that they would not contribute to the spreading of the fire.
The maximum heat generating speed among the determining criteria is 300kW/m2 or less,
regardless of gross caloric value. In regards to ignition time、there is no limit when the gross caloric
value is 8MJ/m2or less、but it is limited to 60 seconds or more when the gross caloric value exceeds
8MJ/m2 and is 30MJ/m2or less. Moreover, while it stipulates the testing of multiple test pieces to
remove fluctuations in the data from each of the tests, all of the test materials used for data must
comply with the determining criteria.
Furthermore, the ignition time is the time from the start of the test until the initial flame is
confirmed, but if a flame goes out in less than 10 seconds, it is not deemed to be ignition.
(11) In regards to the installation of fire extinguishers as stipulated in Approved Model Specifications
(Basic Items) 1 (6), these were reevaluated in terms of countermeasures to the tunnel fire in
Hokuriku (1972) and new stipulations were made based on the report by the Fire Countermeasure
Investigation Committee. Furthermore, the objective contents of the stipulations in the Approved
Model Specifications are as follows.
① A fire extinguisher shall be provided on locomotives (Except steam locomotives), passenger
cars, and freight cars having rooms for onboard crew members. However, fire extinguishers
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that discharge nitrogen dioxide and halogen (excluding bromotrifluoromethane) shall not be
installed in passenger rooms, other rooms and aisles.
② The design and performance of the fire extinguishers comply with the technical stipulations set
forth in Article 21.2, Paragraph 2 of the Fire Prevention Law and must be capable of being
easily removed when used.
③ Fire extinguishers installed in passenger rooms shall have easy-to-understand pictographs or
other such arrangements that will enable passengers as well as crew members to be able to use
the fire extinguishers. These displays shall stand out and be in as easy-to-understand location as
possible, and must be at a height that will not be obstructed by the shadows of persons.
Note that fire extinguishers are installed with the intention of providing initial fire
extinguishing, and it is assumed that there will be evacuation from the area near the fire in the
event of a fire due to a major fire source such as a flammable liquid because of the difficulty
and dangers involved in attempting to extinguish such fires.
(12) Approved Model Specifications (Basic Items) 2 requires the installation of gangway doors
between cars that are normally closed (including the doors between the deck and passenger room)
from the standpoint of preventing fire and smoke from spreading into the passenger rooms of
adjacent cars. While the applicable rolling stock are basically passenger cars on subways, etc., and
passenger cars on Shinkansen, in the case of passenger cars on special types of railways suspended
railways, straddle type and levitation railways, evacuation to the outside of the car can be difficult
when the car is between stations, so the Approved Model Specifications for passenger cars in
subways, etc., and Shinkansen are stipulated regardless of whether there is a long tunnel or not.
Passenger cars for guided railways generally are not covered under the principle of making it easy
to evacuate out of the car, however, upon reevaluation the intent of the Approved Model
Specifications, they are covered as a passenger car being used in an underground railway and a
passenger car being used on a railway having a long tunnel. Gangway doors are addressed in
"Article - 75 Structure of gangway openings and gangways," but Article 75 is a stipulation aimed at
"safe and smooth passage"; Article 83 (Countermeasures to rolling stock fire) is the Approved
Model Specifications that addresses the requirement for providing gangway doors, etc., from the
standpoint of a countermeasure to fire.
(13) The "having a construction function to close it during normal operation," in Approved Model
Specifications (Basic Items) 2 means that it is acceptable if the door is normally closed and does not
go as far as requiring the installation of automatic doors. A gangway door that is fixed in the open
position to easily enable passengers to pass is interpreted as not being acceptable as a door "having
a construction function to close it during normal operation." Furthermore, when the two leading cars
are coupled and the space between the rooms are separated by an open door, in consideration that
the distance for passenger evacuation and the distance between the passenger rooms is long, it is
acceptable for the door to be held in the open position, providing that it can be easily closed by a
passenger, etc.
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(1) Stipulations of Technical Criteria Relating to Railways at the time of Establishing the Ministerial
Ordinance
① In regards to fire countermeasures for Shinkansen passenger cars, Article 28 of the old Regular
Railways Structure Regulations stipulates, "metal or noncombustible materials must be used in
a carbody used for passenger trains," but makes no mention of design or combustion speed of
each part. However, even the Shinkansen passenger trains must satisfy the contents stipulated
in the Regulations for Regular Railway Structures and since each operator (i.e., each of the JR
companies) use rolling stock structures that comply with this regulation, no objective
stipulations are provided in the Approved Model Specifications for each part in regards to the
fire countermeasures for Shinkansen passenger cars for each part location.
② References to fire extinguishers were presented in Approved Model Specifications (Basic
Items)1 (6) are stipulated in Article 51 of the previous old Operating Regulations for Railways
and used as the stipulation for countermeasures to fires on rolling stock.
③ In the former Regulations for Regular Railway Structures the stipulations relating to wires,
electrical equipment and machinery are stipulated in the sections for the power generation
devices; the individual stipulations for seats, sun visors, diaphragms, etc., have been combined
in this section as countermeasures to fires on rolling stock.
④ While the notice regarding countermeasures to fire shown in the previous item (3) has been
issued, the content relating to internal combustion engines is stipulated in part in the item for
power generation devices, etc. Specifically, the items relating to the structure of the engine are
stipulated in the article for power generation devices, etc., and the items relating to
countermeasures to fire are stipulated in the main section.
(2) Items revised after the establishment of the technical standards
Revision of the following Approved Model Specifications (December 27, 2004) were made based
on the report by the "Committee for investigating countermeasures to subway fire."
・The following was added:
As a countermeasure to fires for ceiling materials on subway, etc., passenger cars and Shinkansen
passenger cars, etc., ceiling materials "shall have resistance to burning due to radiant heat, and
shall have resistance to melting and dripping."
・Clarifies that among guide rail railways, railways, etc., with underground construction are to have
the same countermeasures to fire as subway passenger cars, etc.
・Added determinations for resistance to burning and added combustibility test using cone-shaped
calorie meter.
・Installation of gangway doors that are normally closed between the passenger rooms of coupled
cars on subway, etc., passenger cars and Shinkansen passenger cars,etc.
・Appropriate indication of fire extinguishers was implemented.
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Furthermore, these countermeasures were basically applied to newly manufactured rolling stock
(rolling stock introduced from 2001) and on existing rolling stock, where it is to be applied when
work is done on the relevant parts.
III. Related Data

1. Past history
(1) Transitions in regulations
While wood was commonly used as an interior material in rolling stock, numerous fires and the
results of fire tests have promoted a reexamination of its structural and material aspects and in
recent years wood is no longer used. In the fire testing used for modern subway cars, even if the fire
is started with this wood, it will not spread. Moreover, the effectiveness of the countermeasures can
be understood that deaths due to rolling stock fires have been eliminated since the fire in the
Hokuriku tunnel in 1972. The technical standards for countermeasures to fires on railway in Japan
are shown in Table 1. Investigations into making trains non-combustible were initiated by the train
fire that occurred on the Kohya Line of the Nanaki Railway in May 1956 and by June 1956 and
January 1957 notifications about the fire resistance characteristics of the materials that can be used
for each position were made. Furthermore, in December 1957 the countermeasures to fire for rolling
stock operated on underground lines were strengthened. However, in January 1968 a fire occurred
on a the Tokyo Metro Hibiya Line to a train that had the strengthened countermeasures to fire,
causing a reexamination of the countermeasures for preventing combustion on trains and in May
1969 the protection for heat-generating equipment and the combustion testing of material used were
clarified. Following this, in November 1969 the train fire in the JNR Hokuriku tunnel caused a
strengthening of the standards for rolling stock operating in mountain tunnels. Later, in the
organization of the related ordinances that took place in conjunction with the privatization of the
Japanese National Railways in March 1982, standards for countermeasures to fire were stipulated in
the ordinances, but through the provisions of the "ordinances stipulating technical standards relating
to railways" that accompanied the December 2001 provisions for performance, the objective
standards simply stipulated the previous content as the Approved Model Specifications for the
respective Ministerial Ordinances. In December 2001, a revision of the Approved Model
Specifications was made based on the report by the "Committee for Investigating Countermeasures
to Subway Fires," acting in response to the fire on the Daegu subway line in Korea.
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Table 1 Changes in Standards Relating to Countermeasures to Fire
Year Description of Changes
The May 1956 fire on the Kohya Line of the Nanaki Railway (a fire in which 3 cars were
completely burned, one person killed and 42 injured by fire that started near the underfloor
resistors) was the impetus for promoting the investigation of making trains resistant to fire and
notification was made of the fire prevention characteristics of materials that could be used on
positions on the rolling stock.
1956 ○"Regarding countermeasures to fires on Trains, etc." (June 15, 1956)
・Enhancing of the non-combustibility and fire resistance of the materials used.
・Providing a gangway between coupled cars.
○"Regarding the treatment relating to countermeasures to fire on trains" (January 25, 1957)
・Subway cars, rolling stock that are used on subway tracks and rolling stock that operate on
sections of track with long tunnels are to be in accordance with the "A Style."
The countermeasures to fire for rolling stock operated on underground lines were strengthened
and the A-A Style was added/
○ "Regarding partial revision of the treatment relating to countermeasures to fire on trains"
1957
(December 18, 1957)
・Diaphragm made noncombustible
・Provisions, etc., made to enable PA announcements even during power outages.
In January 1968 a fire occurred on a the Tokyo Metro Hibiya Line (there were no fatalities, but
11 persons were injured; an abnormality in the main circuit caused the resistors to heat up and
ignite the wires above them, causing the car to be completely burned); this prompted a
reevaluation of the fire resistance of trains, an enhancement of the previous A-A standard, etc.,
and clarified the protection to be used on heat-generating equipment, the methods for testing
1968 the combustibility of materials used on rolling stock, etc.
○ "Regarding countermeasures to fires on Trains, etc." (May 15, 1969)
・Introduction of the tests for the combustibility of materials.
・Enhancement of heat insulation above the resistors.
・Floor covering made flame resistant.
・Side panels, ceilings and interior panels made noncombustible.
In November 1972 the train fire in the JNR Hokuriku tunnel (30 fatalities, 714 injuries; a fire in
the dining car caused the train to stop in a tunnel and when attempting to uncouple the dining
car from the passenger cars in order to achieve distance from the source of the fire, electrical
power was lost and the dining car completely burned in the tunnel); this caused a enhancement
1972 of the standards for rolling stock operating in mountain tunnels.
○ Partial revision of the countermeasures to train fires (October 11, 1973)
・Enhancement of the standards for countermeasures to fire for rolling stock operating in
mountain tunnels.
In the organization of the related ordinances that took place in conjunction with the
privatization of the Japanese National Railways, standards for countermeasures to fire were
stipulated in the ordinances.
1987
○ "The Regulations for Regular Railway Structures" (March 2, 1987)
○ Established practices, etc. for regulations for regular railway structures relating to rolling
stock and regulations for special railway structures (April 1, 1987)
The standards that had been stipulated by railway type as specification stipulations were unified
by "ordinances stipulating technical standards relating to railways" (December 2001) and in
conjunction with making performance stipulations, the objective standards relating to
2001 countermeasures to fire have the same content as before being stipulated as Approved Model
Specification for the Ministerial Ordinances.
○ "Approved Model Specification for the Ministerial Ordinances”, etc., Stipulating Technical
Standards Relating to Railways" '(March 8, 2002)
In December 2003, a revision of the Interpretative Criteria was made based on the report by the
"Committee for Investigating Countermeasures to Subway Fires," acting in response to the fire
on the Daegu subway line in Korea.
2004
○ Partial revision of "Approved Model Specification for the Ministerial Ordinances, etc.,
Stipulating Technical Standards Relating to Railways" - (December 27, 2004)
・As a countermeasure to fires for ceiling materials on subway, etc., passenger cars and
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Shinkansen passenger cars, etc., ceiling materials "shall have resistance to burning due to
radiant heat, and shall have resistance to melting and dripping." In conjunction with the
above, the following were added: methods for testing combustibility and the installation of
gangway doors that are normally closed between the passenger of coupled cars on subway,
etc., passenger cars and Shinkansen passenger cars, etc.
* Shows the year when the changes to the Standards Relating to Countermeasures to Fire took place.
(2) Test methods

In regards to Test Method I, an investigative committee was established in the former Ministry of
Transport in response to the rolling stock fire that occurred on the Tokyo Metro Hibiya Line in 1968
that with the cooperation of the Ship Research Institute, established the methods and determination
criteria for the combustion test. The selection of the test method was made in consideration of
numerous points: experiments on materials to be used on rail cars were based on methods using
alcohol as fuel, which were being conducted in the United States and England at the time; the clarity
of the determinations; the absence of errors due to differences in testing personnel; the simplicity of
the test, etc.
In regards to Test Method II, items were added based on the report by the Committee for
Investigating Countermeasures to subway Fires, established in response to the fire on the Daegu
subway line in Korea and were added in consideration that a major fire source fire had occurred on
the Daegu subway line in Korea.
(3) Examples of major fires on railways
In the days of the Japanese National Railways, there was an average of 13 fires per year during the
13-year period from 1962 to 1974, of which an average of approximately 3 per year had personal
injuries or major damage (500,000 yen or more). Following major accidents, tests were conducted
on the actual cars, the structures of the cars were reevaluated and steps were promoted to make the
cars resistant to fire.
Table 2 shows the major fires that have occurred in Japan. The following shows the incidents that
had a particularly large affect or that became the impetus for taking measures.
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Table 2 Examples of major fires in Japan
Year Location Damage Cause
1936 Hokuriku Main Line, Between Fatalities: 4 Volatile oil carried onboard by passenger
Fukui and Morita Injuries: 5 ignited.
1937 Kagoshima Main Line, Fatalities: 4 Bundle of celluloid carried onboard by
Between Ogura and Injuries: 36 passenger ignited.
Kamitobata
1945 Fukuchiyama Line, Between Fatalities: 8 Volatile oil carried onboard by passenger
Furuichi and Sasayamaguchi Injuries: 65 ignited.
1947 Komaba Tunnel on Kintetsu Fatalities: 8 All cars completely burned.
Nara Line Injuries: 64
1951 Fatalities: 106 Pantograph became entangled in a catenary
Sakuragichou on the Negishi
Injuries: 92 line cut during construction, grounding it
Line
and causing a fire.
1956 No. 18 Tunnel on Nankai Fatalities: 1 Main resistor overheat in a tunnel, causing 3
Kohya Line Injuries: 42 cars to completely burn.
1967 Tokaido Main Line, Between Fatalities: 2 Heat from coal stove caused dining car to
Mikawa Otuska and Mikawa (Dining car completely burn.
Miya employees)
1968 Injuries: 11 An abnormality in the main circuit caused
Tokyo Metro Hibiya Line,
(Crew, Firefighters) overheating of the resistors. Train caught
Between Roppongi and
fire after disembarking passengers and
Kamiyacho
traveling out-of-service.
1971 San'you Main Line, Between Fatalities: 1 A passenger threw a lit cigarette butt into
Kasaoka and Daimon the waste container in the wash room.
1972 Fatalities: 30 The dining car caught fire in a tunnel.
Hokuriku Main Line, Between (Including 1 crew Catenary power was lost while attempting
Tsuruga and Imajou member) to uncouple cars, making it impossible for
Injuries: 714 the train to escape from the tunnel.
1988 Joetsu Line, Between the Injuries: 0 Oil that had accumulated in the exhaust pipe
Echigo-Nakazato and ignited and fires spread from the exhaust
Echigo-yuzawa tower.
① Fire at Sakuragichou station on the Negishi Line

This is known at the "Sakuragichou Incident." Since many lives were lost because passengers
could not escape, a reevaluation took place centered on rolling stock structures and this was
applied to trains on regular lines as well. In particular was ensuring that there was proper
insulating performance for the high voltage being used on the roof, which was the cause of the
accident, and later this was applied to passenger cars traveling on DC electrified sections.
At this time wood was commonly used on the interior of rolling stock and there were no
countermeasures taken to make the materials actually used resistant to burning. Metal became
the main material for use in the interiors of rolling stock from around 1955 when
aluminum-reinforced melamine plastic panels were used for the interior.
・Date: April 1951 in the Sakuragichou station on the Negishi Line of the Japanese National
Railways
・Damage: 106 dead, 93 injured; One car completely burned, on car partially burned.
・Conditions: The pantograph on the lead car of a five-car train that was entering the
Sakuragichou station became entangled in a dangling catenary line and fell to the side,
causing sparks that caused the roof to ignite. Within a very short time the first car had
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completely burned and the second car was partially burned. The release cock for the side
doors was not clearly indicated, so the side doors could not be opened. In addition, the
widows had a three-step construction that made escaping through them difficult. On top of all
this, the gangway doors opened to the center and were blocked by people trying to escaped.
・Cause: An error during the construction of the catenary caused it to break, dangle and come in
contact with the rail. The supply of power to the catenary was stopped once, but when the
supply was re-supplied the catenary separated from the rail and the supply of power
continued. It was under this condition that the train entered the station area during which the
pantograph became entangled in the catenary and fell laterally from the roof. At that time,
power being supplied from the Yokohama substation was stopped, but the adjacent Tsurumi
substation continued to supply power which led to the development of the fire.
・Countermeasures: The rolling stock and gangways were improved, the design of the windows
was changed, the location of the door release cock was clearly indicated and the rolling stock
was made fire resistant.
Catenary: The circuit breaking performance of the substations was improved.
② Fire at the Tokyo Metro Hibiya Line
This is the fire that served as the impetus for establishment of the (former) Ministry of
Transport methods for evaluating combustibility. An abnormality in the underfloor circuit
caused smoke so the passengers were removed from the train and as it was operating in an
out-of-service mode it became incapable of travel, one of the cars caught fire and burned
completely while in a tunnel. As this was a subway car that had undergone countermeasures for
making it fire resistant, a reevaluation of the standard was performed.
・Incident: Fire at the Tokyo Metro Hibiya Line, (Between Roppongi and Kamiyacho) January
1968
・Damage: 11 injured (Crew, firemen), One car completely burned
・Smoke was emitted from the underfloor of a car while in operation, so the passengers were
removed from the train and as it was operating in an out-of-service mode in became incapable
of travel. The fire spread after this, but because the train was stopped between stations on a
subway, communication with the car on fire could not be made, making it difficult to define
the source of the fire. Because of the limited time of the breathing apparatus used by the
fireman, it took time to secure entry into the tunnel.
・Cause: An abnormality in the main resistors used for braking caused overheating, causing the
wires above the resistors to start burning and the fire spread.
・Countermeasures: Rolling stock - Heat insulation above the resistors enhanced, standards for
preventing burning were reevaluated and combustion testing was introduced.
Fire fighters: Investigated entrances for when there are subway fires.
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③ Fire on Hokuriku Line of Japanese National Railways
This is known as the "Hokuriku Tunnel Fire." After catching on fire, a car stopped in a tunnel
and while attempting to uncouple from the burning car, the catenary line came loose, causing a
power outage. All cars remained in the center section of the tunnel and the residual smoke and
gases caused many deaths and injuries. This incident brought about many opportunities: tests
were conducted on the actual cars, including running tests not otherwise seen; changes towards
flame resistance and the installation of fire prevention equipment in tunnels by the former
Japanese National Railways; and the establishment of a manual for addressing train fires. In
particular, this manual clearly states that in the event of a fire, a train is to continue traveling.
・Incident: Fire in tunnel of Hokuriku Line of Japanese National Railways, November, 1972
・Damage: 30 dead, 714 injured (passengers, crew); 1 car completely burned.
・Description: A fire broke out in the 11th car, a diner car, of a 15-car locomotive pulled
overnight express train Kitakuni inside a 13.8 km tunnel in Hokuriku. The train stopped at a
point 5.3 km from the entrance in the Tsuruga direction and uncoupled from the burning car
and those behind it, it then traveled 60 meters and attempted to uncouple cars 10 and 11 when
the fire caused the catenary to drop, resulting in a power outage. All cars were trapped in the
tunnel at that time. The tunnel filled with smoke and gases that delayed rescue operations.
・Cause: The fire appears to have started from the coal stove used in the dining car, but no
specifics are given.
・Countermeasures: Rolling stock -- The use of coal stoves in dining cars was stopped; the
structural resistance to fire in rolling stock was enhanced, the number of fire extinguishers
was increased, facilities for onboard announcements were improved, smoke alarms on sleeper
cars, etc., and automatic fire extinguishers for power-source cars were installed.
Handling: There was a change of how the crew is to handle a fire in a tunnel. (Previously, they
were instructed to stop when there was a fire. --> Now, when there is a fire inside the tunnel,
they are to stop after leaving the tunnel.)
Facilities: Crew member communication facilities were improved; lighting equipment
improved; provisions made for fire extinguishers and portable lights.
④ Fire at the Echigo-Nakazato on the Joetsu Line
This was the biggest fire following the privatization of the Japanese National Railways. While
fortunately there were no injuries or deaths, one diesel railcar was completely burned and
reevaluation of the fire resistance of diesel railcar, specifically around the exhaust pipe, was
carried out.
・Incident: Fire on Echigo Line of the East Japan Railway Company (Between Echigo-Nakazato
and Echigoyuzawa), March 1988
・Damage: No injuries; One car completely burned
・Description: A specially scheduled train using the diesel multiple-unit train "Alcadia" was
traveling when an underfloor fire started and smoke entered into the interior. After stopping
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the train and having the passenger evacuate, the crew was unable to put out the fire using fire
extinguishers. The fire was put out by a fire truck.
・Cause: Engine oil that had accumulated near the engine exhaust pipe overheated and ignited.
The exhaust pipe passed through the car body and the overheated exhaust pipe caused the fire
to spread to the interior materials.
・Countermeasures: Rolling stock -- The exhaust pipe is installed outside.
⑤ Fire on Daegu subway line in Korea
This is the fire that provided the impetus for the revisions of the Approved Model
Specifications in 2001. Nearly all of the victims were passengers on the train traveling in the
opposite direction, making this an accident that reaffirms the importance of evacuation
guidance.
・Fire outbreak: February 18, 2003 (Tuesday) 9:53 a.m.
・Fire extinguished: February 18, 2003 (Tuesday) 1:38 p.m.
・Location: No. 1 Line of Daegu City subway line, inside central line station (a 3-floor
underground station); Inside the first car of the train
・Cause: Arson by passenger (Gasoline)
・Victims: 192 dead (142 persons on train traveling in the opposite direction, no fatalities inside
the car where the arson occurred), 148 injured.
・Incident: The arsonist, who was carrying a plastic container filled with gasoline, held a lighter
near the container just as the train reached the station, which caused the gasoline vapors to
ignite just as the container was tossed into the air, causing flames to spread throughout the
interior of the train. A train traveling on the opposing direction track arrived at the station
unable to predict the spreading of the flames. It temporarily opened and closed its doors, and
tried to depart, but the power outage prevented it from traveling. Ultimately, the driver
withdrew the master key and left the train. (Note that all functions are shut down when the
master key is removed.) The flames spread from the arson train to the train on the opposing
direction track. It is thought that the fire spread faster in the train on the opposing direction
track than on the train where the arson occurred because its gangway doors were open.
Ultimately, both trains were completely burned. (The interiors were almost completely made
from FRP.)
・Countermeasures: This incident led to the establishment of the "Committee for investigating
countermeasures to subway fires," which included persons of experience or academic
standing, members from the Japan Ministry of Land, Infrastructure, Transport and Tourism,
persons involved in fire prevention and persons from subway operators, etc., who deliberated
about the countermeasures to fire in Japan and reflected the results in the Approved Model
Specifications.
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2. Design ideology
(1) Toxic gases generated by the burning of materials used in rolling stock
Tests in the past of materials used on rolling stock had been conducted in the past that confirmed
that the amount of toxic gases generated at the time of combustion was not a problem. However,
when materials, etc., with new material qualities are used in the passenger rooms of a rolling stock,
there is a need to compare, etc., them with materials that are currently being used to confirm that
there is no problem with the generation of poisonous gases when there is a fire.
(1) "Regarding countermeasures to fires on Trains, etc." (TSUTATSU TETSUUN 81) (May 15, 1969)
(2) "Regarding the prevention of train fires" TSUTATSU 126-37) (March 5, 1988)
(3) "Regarding countermeasures to fires on internal combustion vehicles, etc." (TSUTATSU 22/30,
March 13, 1990)
(4) "Regarding countermeasures to fires on internal combustion vehicles, etc." (TSUTATSU 24-33)
(March 13, 1990)
regulations for special railway structures relating (TSUTATSU 16-50) (April 1, 1987)
(6) Regarding the A-A Standard
The A-A Standards are the lessons learned from past fires and was created as the standard for
countermeasures to fire on passenger cars. With the establishment of the Regulations for Regular
Railway Structures, which were established later in 1987 and reflected the contents of the A-A
standards, the A-A standards were abolished.
(1) Architecture standard
(2) Fire prevention law
(3) There are combustion tests relating to the construction of buildings in JIS
(4) Combustibility test using cone-shaped calorie meter. ISO 5660-1:2002
(1) Tanaka, Toshio: Train Fires, March 1976 Testsudo Toshokannkoukai)
(2) Japan Railway Engineers' Association: Research Papers into Countermeasures to Fires in Railway
Rolling Stock, March 3, 1991, April 1992
(3) Japan Railway Engineers' Association: Research Papers into Reevaluation of Methods for Testing
Combustibility of Materials Used in Railway Rolling Stock, March 1996, March 1997
6. Related committees, etc.
Committee for investigating countermeasures to subway fires (May 2003 to March 2004)
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(Fire Alarms)
Article 84. Sleeping cars shall be equipped with fire alarms that are automatically triggered in case of fire.
VIII-20 Article 84 Relating to (Fire Alarms)

(Basic Items)
The following shall apply for fire alarms and their functions.
(1) Fire alarms shall be provided in sleeping cars and rolling stock with tatami mats (limited to trains that
travel at night).
(2) Fire alarms shall have a sensor that automatically detects the occurrence of fire through the use of heat or
smoke resulting from fire.
[Explanation]
I. General
1. Purport
The purpose of installing the fire alarm is to convey to the crew as quickly as possible that a fire has
occurred so that the appropriate fire fighting activities, evacuation guidance, etc., can be taken in order
to keep minimize injury and damage. In particular, this section stipulates that a fire alarm is required in
cars such as sleeping cars, etc., in which it may be difficult to notice that a fire has occurred.
The objective functions for "equipment must be provided on sleeper cars that will automatically make an
alarm when a fire occurs" stated in the Ministerial Ordinance are indicated in the Approved Model
Specification.
II. Details
A fire alarm is a device having functions that will detect smoke or heat, cause a light on the side of the
rolling stock to illuminate, cause an audible alarm in the crew compartment to sound that will notify the
crew that a fire has occurred.
The Ministerial Ordinance and Approved Model Specification only stipulate, as the absolute minimum,
installing alarm equipment in sleeper cars and cars with tatami mats, but when the actual cars are being
designed, it is desirable to install fire alarms in cars with other types of rooms or cars in which the
passengers may fall asleep during night-time service and not notice that a fire has started. Moreover, in
Approved Model Specification (Basic Items) (2) states that "automatically detects the occurrence of fire
through the use of either heat or smoke" as being acceptable. In regards to the this detection method,
while smoke detection is generally faster than that of heat detection, the heat detection type can have
false alarms due to the changes in pressure when entering a tunnel and smoke detection types can have
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false alarms due to dust, etc., so there is a need to select the detection method based on the
characteristics of the detection type and the application of the rolling stock, such as is there fuel onboard,
etc.
In the former Ministerial Ordinance, the sleeper car was the subject of the installation of the fire alarm
equipment; this item was added because there was a high need to install fire alarms in the same manner
in rolling stock with tatami mats used for night-time train service.
III. Related Data

・Negishi Line, Sakuragichou incident
・Hokuriku tunnel fire
[Article 83 Commentary Relating to (Countermeasures to Rolling Stock Fire), Refer to "III Related
Data."]
In the former Japanese National Railways, heat detecting alarms were installed in diesel railcars engines
manufactured after 1960. In power source cars, combination smoke- and heat-detecting alarms were
installed in conjunction with carbon dioxide fire extinguishing equipment. Based on the results of
combustion tests in the past, the general pattern of a fire (except arson) is as follows: fire breaks out →
smoke develop → flame develops → flash over (rapid rise in temperature). Therefore, detecting the
smoke will provide the earliest detection of a fire.
(1) Tanaka, Toshio: Train Fires, March 1976 Testsudo Toshokannkoukai)
(2) Former Japanese National Railways Electric Rail Car Design Standards
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(Function of Devices at Power Failure)

Article 85. The devices or equipment needed to secure the safety of both train operation and passengers shall
be able to function for a fixed period of time even after the main power supplies source is interrupted.
VIII-21 Relating to Article 85 (Functions of Devices at Power Failure)

(Basic Items)
1 When the devices, etc., indicated in the following table are provided, their functions shall be ensured for a
fixed period of time by a storage battery even when the power supply from the contact line has been
interrupted or when the failure of a generator, etc., causes a state of interrupted power supply.
Item Device, etc.
Power generation system, etc. ・ Device that indicates when the temperature of the
exhaust pipe has become abnormally overheated.
Brake devices ・ When electric circuits are used for brake operation.
Passenger room construction ・ Ventilation for rolling stock provided with forced-air
ventilation (When appropriate to ([1] in table in item 2
of [Basic Items] of Approved Model Specifications
relating to Article 73)
・ Lighting devices or auxiliary lighting devices.
Construction of entrance/exits for getting on and ・ Automatic door closing device
off of passengers functions
・ Door open indicator lamps for entrance/exits for getting
on and off of passengers.
・ Indicator of location and operating method of the door
opening device (limited to when this device is provided
on the inside of the rolling stock) that enables doors to
be opened manually in case of emergency.
Construction of emergency exits ・ Indicator of location and operating method for
emergency exits.
・ Door open indicator lamps for emergency exits.
Crew room facilities ・ Aspect facilities for onboard signal equipment
・ Train stop device in case of driver’s abnormality
・ Cut-out switch for onboard facilities, devices indicating
operating status of automatic train stop device, automatic
train control device and automatic train operation device.
・ Device indicating door-opening/closing status of
emergency exit.
・Door closed confirmation device for entrance/exit for
getting on and off of passengers.
Devices attached to rolling stock ・ Sign device
・ Whistle
・ Communication device
・ Public address device
・ Lamps that light on for indicating the functions of the
emergency alarm device/emergency stop device, the
location and operating method indicators, and lamps that
light on when the emergency alarm device/emergency
stop device are operated.
・ Rear marker lights
Rolling stock facilities for trains, etc., stationed ・ Onboard facilities for safety communication facilities
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by a single staff member who drives the motive
power car.
Other facilities ・ Operating condition recording device
[Levitation railway]
2 In addition to those items indicated in the Basic Items, levitating force shall be achieved to ensure the
necessary levitation gap for safe travel and guiding force shall be achieved to ensure the necessary
guidance gap for safe travel even when the power supply from the contact line has been interrupted or
when the failure of a generator, etc., causes a state of interrupted power supply.
[Operation Notice]
Relating to Article 85 the (Function of devices at power failure)

The standard for the fixed period of time expressed as “functions shall be ensured for a fixed period of time"
in Approved Model Specifications 1 shall be 30 minutes or more.
[REVISION] New stipulations for " train stop device in case of driver’s abnormality " and "operating
condition recording device" added to Approved Model Specifications relating the table in Item 1 of Article
85 (April 28, 2006: Railway Bureau (Ministry of Land, Infrastructure, Transport and Tourism) Notice No.18)
Section 6 Rolling Stock Facilities for Trains, etc., Stationed by a Single Staff Member Who Drives the
Motive Power Car.
[Explanation]
I. General
1. Purport
This Ministerial Ordinance stipulates the functions that must be available for equipment that is essential
for ensuring operational and passenger safety, etc., even when the main supply of electrical power is
interrupted
This Ministerial Ordinance stipulates the requirements and the Approved Model Specification
objectively explains the devices, etc., for functions that must be ensured even when the main supply of
electrical power is interrupted.
II. Details
(1) Approved Model Specification (Basic Items) 1 objectively explains, item by item, the devices, etc.,
for which there is a need to ensure functionality for a specified period of time through the use of a
storage battery.
The interruption of the supply of electrical power from the contact line, or the failure of a generator
(motor-driven generator, power supply device, diesel-engine generator, etc.) are to some extent
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considered, but since it is not practical to assume the that even the storage battery will fail, the
assumption is that the storage battery will be able to supply electrical power and that the functions
of the "devices, etc.," can be ensured.
The former Ministerial Ordinance made stipulations for each device in separate articles for the functions
that were to be available at the time of a power outage, but as this made the text in each article complex,
it was difficult to get an overall understanding of the devices that were to function at the time of a power
outage, so the new Ministerial Ordinance provided an article for the "function of devices at the time of a
power outage" and the Approved Model Specification summarizes the devices, etc., and objectively
explains the functions that must be ensured when there is a power outage.
III. Related Data

Based on understanding gained from train collisions in the past, the collision itself can cause grounding,
broken wires, etc., which may render the devices that were assumed to be functional during a power
outage inoperative after a collision, therefore there is a need to take such examples into consideration
when designing rolling stock.
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(Rolling Stock Facilities for One Man Operation)
Article 86. The train stationed by a single staff member who drives the motive power car shall not only abide
by the rules stipulated in the previous Article 64 through the 85, but also comply with the following
standards.
(1) A passenger car that runs in the underground structure or other sections that make a quick evacuation of
passengers difficult at the time of emergency shall be equipped with appropriate measures to maintain
passengers’ safety in case of emergency, including the installation of automatic notification system to inform
to stations or control centers that the device under paragraph 3 to of Article 79 has been triggered.
(2) A crew that operates a motive power car shall be able to communicate without difficulty with station or
operation control center at the regular operating position when needed safety.
(3) As for a passenger car, a crew that operates a motive power car shall be able to manipulate the passenger
doors and make necessary announcement easily from the regular operating position.
2. A train without a crew to operate the motive power car shall abide by the rules or standards covered from the
Article 64 through the preceding Article. Further, safety device that enables passengers in a passenger car to
communicate with operation control centers and other security measures to maintain passengers’ safety shall
be installed. This rule does not apply, however, to the case when crew onboard can secure the safety in case
of emergency.
VIII-22 Relating to Article 86 (Rolling Stock Facilities for One Man Operation)
(Basic Items)
1. The following shall apply to trains stationed by a single staff member who drives the motive power car.
(1) Rolling stock for trains stationed by a single staff member who drives the motive power car shall be
according to the Approved Model Specifications relating to Article 64 through to the preceding article 85.
However, the facilities that should be installed in the conductor's room shown in the table for Item 1 of
the Basic Items of Approved Model Specifications relating to Article 79, Basic Item 2 and Items 2, 4, 5(1)
of the Basic Items of Approved Model Specifications relating to Article 81 does not apply.
(2) Shall be provided with an onboard public address device that enables guidance information to all rooms
in passenger cars.
(3) An emergency alarm device shall be provided on passenger cars. However, this does not apply to the
rolling stock provided with an emergency stop device and the rolling stock operated as one) car.
(4) On passenger cars, a device for operating the onboard public address device and the automatic door
operating device for entry/exits for the getting on and off of passengers shall be provided in the driver’s
cab of rolling stock serving as the front section of the first car of a passenger train.
(5) The device for operating the onboard public address device and the automatic door closing device for
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entry/exit for the getting on and off) of passengers shall be capable of being easily operated when the
crew member is in his/her regular operating position.
(6) The operating device for the automatic door operator shall be in position that enables easy confirmation
of the condition of the passengers at the station through the use of car-side mirrors, etc. However, when
the condition of the passengers is confirmed by a window provided on the side surface, it shall be the
position where the crew confirms the getting on and off of the passengers.
(7) On the rolling stock operated on sections where the space between the structure gauge and rolling stock
gauge is small, shall display the method for opening the said gangway door near the gangway entrance
that serves as the rear part of the last car of a train.
(8) The rolling stock that do not indicate the location, etc., of the device for enabling the door to be manually
opened inside of the car, shall be provided with a function that enables communication to the train
dispatcher, etc., and that enables onboard announcements to the passenger room from the train
dispatcher, etc., in case that notification from the passenger room to the crew cannot be ensured.
(9) The following devices shall be provided in the driver’s cab.
[1] Train stopping device in case of driver’s abnormality shall be provided in the cab. However, this does not
apply to the rolling stock operated by automatic train operation device on sections of track with
underground construction or elevated construction and also the rolling stock without passengers onboard
being operated on sections of track with underground construction or elevated construction by automatic
train brake device or automatic train stop device (limited to devices where all the time there is no danger
of the limited speed being exceeded).
[2] When a device in [1] is provided on passenger cars for subways, etc., a device shall be provided to
automatically notify a station or an operation dispatch center when a device in [1] operates.
[3] A device in [1] shall not be capable of easily releasing the function manually.
[4] On the rolling stock operated on sections where the space between the structure gauge and rolling stock
gauge is small, the doors between passenger rooms adjoining to the crew room at the rear section of the
train (limited to crew rooms provided with a gangway exit) shall have a function that enables the door
locks to be released from the driver’s cab.
(10) The following onboard facilities for safety communication facilities shall be provided in the driver’s
cab.
[1] On the rolling stock serving as the front part of the train, shall be provided onboard security
communication facilities that enable transmission and receiving between a station and an operating
dispatch center. However, this does not apply when communication is performed by communication
facilities provided at wayside.
[2] Onboard facilities for the safety communication facilities shall not be capable of easily releasing the
function manually and shall not be combined with onboard public address system and emergency alarm
device.
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2. For trains without a staff to drive the motive power car, the following shall apply in addition to the
Approved Model Specifications relating to Article 64 through the preceding article.
(1) Trains without a staff onboard shall comply the following standards.
[1] Passenger rooms shall be provided with onboard communication facilities that enable transmission and
receiving with the operating dispatch center.
[2] On railways with underground construction and other railways where the track cannot be used as an
evacuation route, if a passenger attempts to open a getting on/off door, etc., on a running train, the said
train shall automatically be stopped.
evacuation route, it shall not be easy for a passenger to open/close the train doors for getting on/off
evacuation route, it shall be possible for the train dispatch center to stop the rolling stock.
[5] It shall be possible to confirm the abnormalities of rolling stock from the train dispatch center.
[6] When the contact line is a third rail, etc., and there is the danger of electrical shock while using an
evacuation route, it shall be possible to stop the feeder for the sections needed for evacuation when the
getting on/off doors, etc., are opened on trains stopping between stations. In this case, regardless of
the Approved Model Specifications relating to Article 81 Item 6 (4), it is possible to provide an
emergency stopping device.
(2) The following standards shall apply to the trains stationed by a single staff member other than the staff
member who drives the motive power car.
[1] In the crew room, shall be provided onboard facilities for the safety communication facilities that enable
transmission and receiving with the train dispatch center.
[2] When the staff member cannot perform stopping operations at the time of emergency, it shall be possible
for the train dispatch center to stop the rolling stock.
[3] Shall be according to the stipulations of [Basic Items 1 (7) to (8) and (9) [4].
3 The items other than those shown in the Basic Items shall be as shown below.
(1) A device such as a mirror, etc., shall be provided at the driver’s seat of the rolling stock serving as the
front part of the train that enables the driver to check the contact status between the trolley pole and
contact wire if necessary during operation.
(2) A buzzer or other such device shall be provided in the passenger room that can be easily used to notify
the driver that a passenger is about to get off. However, this does not apply when operation is only on
sections of track that only have stations at the beginning and end of the line.
[Notice concerning applicable timing] (2004: Railway Bureau (Ministry of Land, Infrastructure, Transport
and Tourism) Notice No.125)
1. Standards relating to the Approved Model Specifications 1 (8), (9) [4] and 2 (2) [3] (excluding the section
relating to Approved Model Specifications 1 (7) of Article 86) shall apply from December 27, 2004. (There
are provisos.)
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2. Stipulations 1(7) and 2(2) [3] (limited to the section relating to 1(7) of the Approved Model Specifications
for Article 86) of Approved Model Specifications relating to Article 86 shall apply from July 1, 2005.
[REVISION] Revisions accompanying the addition for "train stop device in case of driver’s abnormality" for
Approved Model Specifications for Article 86 ((April 28, 2006: Railway Bureau (Ministry of Land,
Infrastructure, Transport and Tourism) Notice No.18) are implemented on July 1.
[Explanation]
I. General
1. Purport
The Ministerial Ordinances describe the rolling stock facilities that must be added to trains that have a
single crew member operating the motive power unit (hereafter, one-man crew) and trains without a
crew member operating the motive power unit (i.e., unmanned operation, driver-less trains, etc.).
Details of items stipulated in Paragraph 1 of the Ministerial Ordinance are described in Approved Model
Specification (Basic Items) 1 (1). Details of items stipulated in Paragraph 1, Article 1, Items 1 to Item 3
of the Ministerial Ordinance are described in Approved Model Specification (Basic Items) 1 (2) to (10).
Details of items stipulated in Paragraph 2, of the Ministerial Ordinance are described in Approved
Model Specification (Basic Items) 2. Moreover, Approved Model Specification (track-less electric
vehicles) describes the necessary items that are added to the basic items that relate to track-less electric
vehicles for trains operated by a one-man crew.
II. Details
1. Commentary about the Interpretative Criteria
(1) In addition to the Approved Model Specification for the operation of rolling stock by a one-man
crew, the Approved Model Specification based on Article 64 (rolling stock clearance) to the
preceding article (function power outage devices) is presented. Furthermore, of these items, the
items that were not accepted for the reasons shown in the table below are clarified.
Stipulations that do not

Description Reason why stipulations do not apply
apply
Article 79 (Crew room Facilities that
facilities) Approved Model should be
Specification (Basic Items) installed in the Exempt from application because the conductor's room is not
1 shows the facilities that conductor's defined on rolling stock with one-man crew.
should be installed in the room.
conductor's room.
Stipulations for As indicated in the table in Explanation II (4) (3) relating to
Article 79 (Crew room
device to stop the Article 79, since the equipment on rolling stock with a
facilities) Approved Model
train in the event one-man crew differs from that with "two-man" crew, the
Specification (Basic Items)
of an operator Approved Model Specification relating to Article 79 do not
2
abnormality. apply and new stipulations were made in the main text.
Article 81 (devices Stipulation for This exemption is because the communication device is
243
attached to the rolling communication intended for inter-crew use, while a rolling stock with a
stock) Approved Model devices one-man crew only has a driver’s cab.
Specification (Basic Items)
2
Stipulation for While "operated as one rolling stock car" was removed from
Article 81 (devices onboard public the proviso for the Approved Model Specification relating to
attached to the rolling address devices Article 81, since rolling stock with a one-man crew still
stock) Approved Model requires public address devices in each car, there was no
Specification (Basic Items) application in the Approved Model Specification relating to
4 Article 81 and the new stipulations were made in the main
text.
Stipulation for While "operated as one rolling stock car" was removed from
Article 81 (devices emergency alarm the proviso for the Approved Model Specification relating to
attached to the rolling device Article 81, since rolling stock with a one-man crew still
stock) Approved Model requires an emergency alarm device in all cars when there are
Specification (Basic Items) two or more cars operated, there was no application in the
5 (1) Approved Model Specification relating to Article 81 and the
new stipulations were made in the main text.
(2) Approved Model Specification (Basic Items) 1 (2) describes the installation of onboard public
address equipment.
In Article 81, the operating entity in one car of the rolling stock is exempt because of the presence
of a conductor. However, on one-man crew rolling stock that is operated by the crew member
operating the motive power unit, it states that an onboard public address system must be installed
even when only one car is being operated because of the need to provide onboard guidance while
the staff member operating the motive power car continues to concentrate on operation.
Furthermore, in the case of out-of-service operation, etc., not involving passenger revenue service,
this equipment may not always be necessary
(3) Approved Model Specification (Basic Items) 1 (3) describes the installation of the emergency alarm
device.
In Article 81 (devices attached to the rolling stock), this requirement is exempted because there is a
conductor present and it has been determined that a crew member will always be present in each car.
However, in the case of rolling stock operated by the crew member operating the motive power unit,
it states that an onboard public address system must be installed on cars operating in trainsets
exceeding one car. Note that in the case of out-of-service operation, etc., not involving passenger
revenue service, this equipment may not always be necessary
(4) Approved Model Specification (Basic Items) 1 (4) describes the installation of the operating device
for the transmitter for the onboard public address system and the automatic door operator for the
entrance/exit for the getting on/off of passengers. In essence, these devices are to be in installed in
the conductor's compartment, but since the rolling stock is operated by a crew member operating the
motive power unit, the public address system is to be installed in the cab of the car serving as the
front-most part of the passenger train. Note that in the case of out-of-service operation, etc., not
involving passenger revenue service, this equipment may not always be necessary
244
(5) Approved Model Specification (Basic Items) 1 (5) describes the operability of the above-referenced
equipment.
In order that the crew member can smoothly, precisely and safely operate the motive power unit, the
operating device for the transmitter of the onboard public address system and automatic door
operator for the entry/exit for the boarding and unboarding of passengers are to be in a designated
position that enables their easy operation.
(6) Approved Model Specification (Basic Items) 1 (6) further describes the operability of the operating
device for the automatic door operator. In the section relating to mirrors on the side of the car, in
addition to the mirrors installed on the rolling stock, it also includes monitors that have been
installed at stations that enable easy confirmation of boarding/unboarding status of passengers.
(7) Approved Model Specification (Basic Items) 1 (7) calls for the displaying of methods for opening
the gangway doors by the passengers themselves in order to enable evacuation from the rearmost
part of the train in the event of an emergency on a passenger trains that travels on sections of track
with underground structures having little space in the structure gauge and rolling stock gauge. This
item was added in December 2001, as part of the revision of the Approved Model Specification that
was made based on the report by the Committee for Investigating Countermeasures to Subway Fires,
acting in response to the fire on the Daegu subway line in Korea. Based on Ministerial Ordinance,
Article 75 (Design of gangway entrance and gangways), in sections of track in underground
structures (i.e., structures with reduced clearances), since the evacuation routes are limited when
there is no conductor onboard a train operated by a one-man crew to open the door at the rear-most
part of the train, the intent was to provide a means that will enable passengers to quickly evacuate to
the outside of the car by following the display that indicates the method for opening that door.
(8) In Approved Model Specification (Basic Items) 1 (8), in order to enable passengers to escape by
themselves in the event of an emergency, the system is to have functions that enable the
communication with the operation dispatch center, etc., and public addresses from the operation
dispatch center, etc., to the passenger room. The above, along with items in (7), were added in
December 2004. Based on Ministerial Ordinance, Article 74 (Design of entrance/exit for the getting
on/off of passengers), on cars where there is no display for the door cock, steps taken the crew to
provide evacuation guidance become extremely important, and since there is no conductor onboard
a train operated by a one-man crew, if for some reason passengers cannot contact the crew member
operating the motive power unit, there should be a design that will enable contact to be made with
the operation dispatch center, etc., with the intent of providing a means to enable passengers to
quickly evacuate to the outside of the car. If the crew member has become ill, etc., and can no
longer continue operations, there is to be a function that will automatically stop the car and notify
the operation dispatch center, and while it is possible to assess whether there is an impediment,
adding the communication and public address functions enables the operation dispatch center, etc.,
to establish contact and enable the quick evacuation to the outside of the train when there is an
emergency, such as fire.
245
(9) Approved Model Specification (Basic Items) 1 (9) describes the installation of the device to be
installed in the cab.
① The operator abnormality train stop device is provided to ensure the safety of the passengers by
stopping the train when the crew member operating the motive power unit has become ill, etc.,
and can no longer continue operations. However, the installation of this device shall not apply
because security is maintained by the automatic train brake device on tracks on which the
trains have a low potential for encountering obstacles on "rolling stock operated by automatic
train operation device on sections of track with underground construction or elevated
construction" and "rolling stock without passengers onboard operated on sections of track with
underground construction or elevated construction operated by automatic train brake device."
The reason that rolling stock that are operated by automatic train operation device or automatic
train stop device (limited to devices that have no risk of exceeding the normal speed limits) that
are limited to "when there are no passengers onboard" is because, if they are operated by the
automatic train operation device, the rolling stock will stop at the next station regardless of
whether the crew member operating the motive power unit can continue operation; however,
when the protection is only from an automatic train stop device, etc., and the staff member
operating the propulsion car cannot continue operation, the rolling stock will continue to travel
until it is stopped by the same device. As such a condition would make passengers feel uneasy,
operation is limited to when there are no passengers onboard.
② When rolling stock has stopped in an underground section and a fire occurs, since there is a
need to quickly provide evacuation guidance, a device is to be provided to automatically notify
a train stop location or operation dispatch center in order to quickly dispatch above-ground staff
members to the site to provide guidance.
Furthermore, "a device to automatically notify a train stop location or operation dispatch
center" means that when the said device has been installed in a tunnel and has operated, the
standard calls for it to be a device that can activate the train radio and make the automatic
notification, however, here it states that a notification device is to be included by which after a
predetermined time has passed since the onboard device has operated, the above-ground device
will automatically make notification by means of an audible warning at the train stop location
or operation dispatch center.
③ In order to make it impossible for the device referenced above to not operate during rolling
stock operation, it is to be difficult to manually cancel.
④ Here a function that enables the releasing the locks on doors between adjoining passenger
rooms from the cab to the crew compartment at the rear of the train by the passengers
themselves to enable evacuation from the rearmost part of the train in the event of an
emergency on a passenger trains that travels on sections of track with underground structures
having little space in the structure clearance and rolling stock clearance. These were added in
December 2004. The measures in (7) state that the passengers themselves should be able to
246
open gangway doors at the rearmost section, but if the door before the gangway door is locked
the passengers will not be able to reach the gangway, therefore a design that enables that door
to be unlocked from the cab is required.
(10) Approved Model Specification (Basic Items) 1 (10) describes onboard facilities for the security
communication facilities.
The installation standards for security communication facilities are stipulated in Ministerial
Ordinance No. 60 (security communication facilities), but in the case of one-man operation, it is
stipulated that onboard security communication facilities are to be installed except when the crew
can communicate using ground-based communication equipment.
① When a need develops for train protection from adjacent tracks that are occupied, this
information is conveyed to the wayside staff member, but because it is possible that the train
could be forced to stop by the security communication facilities, signal equipment, etc., here it
is stipulated that the crew be able to notify the train stop location or operation dispatch center.
② Onboard facilities for the security communication facilities are not to be capable of easily
releasing the function manually and are not to be used in combination with onboard public
address system and emergency alarm device, so as not to not to be capable of being rendered
inoperable during normal operation.
(11) Approved Model Specification (Basic Items) 2 (1) describes trains that do have a crew.
Since there is no crew and there is a need for a design that enables direct communication between
the passengers and the operation dispatch center, the installation of a communication device in the
passenger room that enables sending and receiving is stipulated.
② Here it stipulates that a device should be installed to stop the train if a passenger attempts to
open a getting on/off door, etc., on a train in order to prevent the passenger from falling if the
getting on/off door, etc., if the boarding/unboarding door, etc., is opened at the time of an
abnormality.
③ The above-referenced device is limited to when the track is used as an escape route; when the
track cannot be used as an evacuation route, it should not be easy for a passenger to open the
boarding/unboarding door, etc. Furthermore, the same is to apply to railways with underground
structures as evacuation without the guidance of a crew member would be difficult.
④ On railways with underground structures and railways where the track cannot be used as an
evacuation route, a function is required that will enable the rolling stock to be stopped at an
appropriate location at the discretion of the operation dispatch center.
⑤ Since there is no crew, a device is to be provided for the operation dispatch center to check on
abnormalities for when it is necessary for the operation dispatch center to assess the extent of
rolling stock abnormalities.
⑥ Here is stipulates installing a device that stops the feeder power on the necessary sections of
track when the boarding/unboarding door, etc. is opened so that the third rail, etc., is not
electrified when passengers are evacuating.
247
(12) Approved Model Specification (Basic Items) 2 (2) describes trains that have a crew other than the
crew member operating the motive power unit. In this case, since there will always be an onboard
crew, etc., the following are to apply instead of (11). However, these items assume that the crew
member is in the cab, so further investigation is needed into responding to emergencies when the
crew member is able to move about the inside of the car.
① In order to enable the crew member to communicate with the operation dispatch center,
onboard facilities for the security communication facilities are to be installed in same manner
as on rolling stock with a one-man crew.
② In principle, the crew member is to operate the emergency stop, but a device is to be installed
that enables stopping to be performed by the operation dispatch center, which is based on the
assumption that the onboard crew member may not be capable of operating the stopping
device.
(13) Approved Model Specification (track-less electric vehicles) 3 (1) calls for the installation of
mirrors, etc., to enable the crew to confirm as necessary the contact condition of the current
collector, when trolley poles having a high rate of disengagement from the power line are used as
the current collector.
(14) Approved Model Specification (track-less electric vehicles)3 (2) calls for a buzzer or other such
device to be provided that can be easily used to notify the operator that a passenger is about to get
off, when that operator is being used for travel and passenger interaction in the same manner as a
bus with a one-man crew.
(1) In the former Ministerial Ordinance, there were stipulations for the one-man operation of trains, but
there were no stipulations for unmanned, driver-less operation, etc. Unmanned operation has a long
record of service as a new type of transport system and since it is easy to imagine its use in regular
railways in the future, items relating to the new unmanned operation and driver-less operation have
been incorporated into the new Ministerial Ordinances. However, as there are many parts that
have not yet been technologically established, the new Ministerial Ordinances are limited to
stipulating the absolute minimum requirements, and providing supplemental information in the
Approved Model Specification.
(2) In the old Regulations for Special Railway Structures, it stipulates that "operating devices for rear
marker lamps" are to be provided as equipment on rolling stock operated by a one-man crew, but, in
principle, as the rear marker lamps are normally on at the tail section, and as this stipulation was
previously deleted in the former Regulations for Regular Railway Structures, this is not stipulated in
the new Ministerial Ordinances.
(3) In the former TSUTATSU, "ground-based communication equipment" is described in detail, but it
was deleted because detailed stipulation was not necessary.
248
(4) The stipulations relating to one-man crew operation found in the old Regulations for Regular
Railway Structures are not included in the old Regulations for Shinkansen Railway Structures. At
present, operation by a one-man crew is used for out-of-service travel from the station to the depot,
but there is no device for stopping the train if there is an abnormality with the operator. These
regulations were reviewed when the new Ministerial Ordinances for the technological standards
were being established in 2001, in the case of out-of-service only, it was considered to be acceptable
to not install a device that would stop the train in the event of an operator abnormality because it
was determined that the safety of the train could be secured if an automatic train operation device is
provided at sections with underground structures and sections with elevated structures.
(5) The following items were added during the partial revision of the Approved Model Specification
dated December 27, 2004.) (Revisions in Standards Relating to Countermeasures to Subway Fires)
Approved Model Specification (Basic Items) 1 (7), (8), (9) ④, 2 (2) ③
(6) With the 2006 revisions to the Ministerial Ordinances for the Technological Standards, etc., Article
79 stipulated the addition of a device to stop the train in the event of an operator abnormality and
this device became mandatory for other rolling stock in addition to those with a one-man crew. In
conjunction with this change, the following items were also revised (changes to the names of the
devices, etc.). Note that prior to this revision, "a device to stop the train in the event of an operator
abnormality" was stipulated as "a device that automatically and rapidly stops the rolling stock
(when the crew member operating the motive power unit has become ill, etc., and can no longer
continue operations)."
・Approved Model Specification(Basic Items) 1 (9) ① - ③
・Ministerial Ordinance, Paragraph 1, No. 1 and Paragraph 2
Furthermore, as stated previously, on rolling stock with a one-man crew, with the exception of the
proviso for Approved Model Specification (Basic Items) 1 (9) ①, there was no change in the need
to install a device to stop the train in the event of an operator abnormality.
3. Definition of Terms, Range of Application,
・Operator abnormality train stop device
Refer to Commentary Relating to Article 79 "3 Definition of Terms, Range of Application."
III. Related Data

・Fire on Daegu subway line in Korea (Refer to Commentary for Article 83, Countermeasures to Rolling
Stock Fire)
・Train derailment on Fukuchiyama Line (Between Amagasaki station and Tsukaguchi Station
(Refer to Commentary for Article 79, Crew Room Facilities)
2. Design ideology None
249
Intermediate Summary of Technical Standards Investigation Committee, November 29, 2005
Committee for investigating countermeasures to subway fires (May 2003 to March 2004)
Technical Standards Investigation Committee (2005)
250
Other Facilities
251
252
Chapter 8-2 Other Facilities
(Devices to Record the Train Operation)

Article 86-2. For trains, operation control centers and other necessary places, event recorders to record train
operation shall be installed. However, this rule does not apply to such exceptional cases as the maximum
train speed is low, or installation is made difficult by the structural reasons.

VIII-II-1 Relating to Article 86-2 (Devices to Record the Train Operation)
1 The “Device for recording the operating condition of trains” shall be capable of recording the following
items.
However, this does not apply when the maximum train operating speed is 40 km/h or less or when the
recording of the necessary information is difficult due to structure.
(1) Basic information relating to train operation
[1] Time
[2] Speed
[3] Position (including when calculated from speed and time)
(2) Basic information relating to driver operation
[1] Status of operating devices for control facilities
[2] Status of operating devices for service brake devices
(3) Operation of automatic train stopping device and automatic train control device.
(4) Recording of communications between operating dispatch center and driver, etc.
[1] Voice
[2] Time
2 The recording of 1 shall be capable of recording the amount for the most recent one day or more.
[1] New standards added to Approved Model Specifications relating to Article 86 (April 28, 2006: Railway
Bureau (Ministry of Land, Infrastructure, Transport and Tourism) Notice No.18)
[2] Of the items stipulated in Revised Ministerial Ordinance Supplemental Provisions, one of the items to
be relevant for each item of Article 2, Paragraph 2 of the said supplemental provision shall apply until
June 30, 2011, Article 79, Paragraph 3 the new Ministerial Ordinance
[Notice, April 28, 2006: Railway Bureau (Ministry of Land, Infrastructure, Transport and Tourism) Notice
No.19)
253
[Explanation]
I. General Description
1. Summary
This section stipulates that devices for recording the operating condition of trains shall be installed in
trains, operation control centers and other necessary places. It was proposed, in an interim report of the
Investigation Committee about Technical Standards concerning Railway, dated 29th November, 2005, and
hereafter called “the interim report”, that devices for recording the operating condition of trains shall be
installed in trains and other necessary places in order to make the future railway even safer.
It is vital that the recording devices have high accuracy and precision in recording relevant information
affecting train operation, driver’s behavior and other relevant parameters to assist the investigation of any
accidents or incidents that occur. The devices shall be installed in necessary locations to assist in
providing for more effective accident investigation and to determine effective countermeasures to prevent
the recurrence of the accident.
Additionally, when an accident or incident occurs, the devices should be used for analyzing past data to
determine whether there were similar problems in the rolling stock or the operational situation at the time
of the accident. Also each railway operator is encouraged to make good use of the devices for a variety of
analyses and to use the devices as a basis for ensuring continued safety and efficient maintenance.
Based on this interim report, an investigation committee concerning devices to record train
operation was set up, and the relevant technical standards were determined. (For more details, please
refer to “1 Circumstances up to Installation of Devices to record Train Operation in III Relevant Data”).
Also of relevance is a supplementary provision of the Ministerial Ordinance to revise a part of the
Ministerial Ordinance to stipulate the technical standards concerning railway (No.13 Ministerial
Ordinance of the Ministry of Land, Infrastructure and Transport, 2006) hereafter called “the new
ministerial ordinance”. This states that facilities or rolling stock which were completed before 30th June,
2008 and do not comply with the new ministerial ordinance, are regarded as exempt from the new
ministerial ordinance until the completion of the first reconstruction or alteration after enforcement of
the new ministerial ordinance. However, the exemption for these facilities or rolling stock provided by
the new ministerial ordinance has a finite time period if:
① Facilities or rolling stock are in a section of a railway line where the maximum operation
number of passenger trains is 10 or more per hour in both directions; or
② Facilities or rolling stock are in a section of a railway line where the maximum operation
speed is more than 100km/h.
In the above cases, the exemption provided by the new ministerial ordinance is in effect only
until the date of the completion of the first reconstruction or alteration after enforcement of the
new ministerial ordinance, or until 30th June, 2016, whichever is the earlier date.
Although the above temporary measure was proposed in the interim report, because it is desirable
to take quicker action for high-speed sections, an official notice of the basis of the measure has been
issued (refer to “3 Contents of Relevant Notices in III Relevant Data”).
254
There is no time limit for rolling stock operating at low-speed (100km/h or less) in low density
sections (where the maximum operation number of passenger trains is not more than 10 km per hour in
both directions) but they are required to be maintained “deliberately” and the maintenance plan should
consider implementing other safety measures as well.
The requirements are summarized in the table below.
The maximum More than 100 km/h 100 km/h or less

operation speed
of rolling stock
Number of trains
operating
per one hour
at peak time
To take measures： To take measures：
Not less than 10 Within 5 years Within 10 years
in both directions (Application of Ministerial
Ordinance： Within 10 years)
① and ② ： Within 10 years To take measures：
Less than 10 ③ ： Within 5 years “Deliberately” including
in both directions (Application of Ministerial other safety measures
Ordinance： Within 10 years)
Explanatory notes: ①: Speed limit devices ②: Train stop devices at driver’s abnormal condition
③: Devices to record operating conditions
2. The relationship between Ministerial Ordinance and Approved Model Specifications

Concerning “devices for recording the operating condition of trains” stipulated in the Ministerial
Ordinance, the items that are necessary to be recorded are indicated in the Approved Model
Specifications.
II. Itemized Discussion

1. Explanation of Approved Model Specifications (Ministerial Ordinance)
(1) The Approved Model Specifications (section 1) describe the items and parameters that are necessary
to be recorded, in the “devices for recording the operating condition of trains”.
① It is not necessary to record all items of (1) thru (4) in the Approved Model Specifications 1 with
one device.
② The Ministerial Ordinance stipulates that the devices shall be installed “for trains, operation
control centers and other necessary places.” Thus the devices may be installed either on-board or
on the ground.
③ In the case of recording phenomena with more than one device, it is necessary to record the
occurrence time as precisely as possible so that there is no discrepancy in the timing of the
recorded data in each device.
255
④ In the provisory clause in the Approved Model Specifications 1, the installation of the device is
excluded when the maximum train operation speed is 40km/h or less, and also excluded for the
facilities in the sections that such trains run, because the possibility of the occurrence of serious
accidents is relatively low. Also, the clause that states “when the recording of the necessary
information is difficult due to construction” corresponds to situations where it is difficult to pick
out the necessary information due to construction, for example in steam locomotives, automatic
air brake systems using brake valves, electromagnetic straight air brake systems, existing rolling
stock using contactless master controllers, etc. However, even in these cases, the installation of
the device itself is still required and it is necessary to record items which are recordable.
*: “Existing rolling stock” mean those were completed by 30th June 2008 in accordance
with the supplementary provision of the amended Ministerial Ordinance (hereafter the
same).
(2) In the Approved Model Specifications 1 (1), ① Time and ② Speed provide the fundamental
information regarding the operation of trains. Although it is desirable that ③ Position is obtained
or adjusted from transponders or ATS ground coils, etc. , those which can be estimated from speed
and time are deemed to be suitable for this standard.
(3) The Approved Model Specifications 1 (2) ① “Status of operating devices for control facilities”
refers to the need to record each notch of the powering notches. However, the Approved Model
Specifications 1 (1) allows already installed devices* to record “On/Off” information of powering
notches when available, or to record the status of “On/Off” information of powering notches when
this can be estimated from the data. Also, when installing the devices in existing rolling stock, the
Specification allows those devices to record “On/Off” information of powering notches.
*: “Already installed devices” refers to devices installed in the rolling stock before 30th
June, 2008 in accordance with the supplementary provision of the amended Ministerial
Ordinance.
(4) The Approved Model Specifications 1 (2) ② “Status of operating devices for service brake
devices” requires devices to record each brake notch (including the operating status of the
“emergency brake” in the functions of service brake devices). However, for already installed
devices, the Specification allows the recording of “On/Off” information of brake notches when
available, or the status of “On/Off” information of brake notches when this information can be
estimated from the data.
(5) The Approved Model Specifications 1 (3) “Operation of automatic train stop device” corresponds
to the need to record ATS operation. However, for already installed devices, the braking data
specified in the Approved Model Specifications 1 (1) is acceptable, as is information on brake
operation by ATS that can be estimated from the data.
(6) The Approved Model Specifications 1 (3) “Operation of automatic train control device”
corresponds to the records of ATC operation. However, for already installed devices, the
braking data in the Approved Model Specifications 1 (1) is acceptable, as is information on
256
brake operation by ATC that can be estimated from the arrangement of ground facilities of
ATC.
257
(7) The Approved Model Specifications 1 (4) “Recording of communications between operation
control centers and drivers, etc.” includes the records of not only communications between
traffic control centers and crew (drivers and conductors) but also communications between
traffic control centers and workers directly involved in the operation of trains, etc. It is
necessary to record these useful communications for analyses of accidents. (These include
communications through the NTT* lines as well as through dedicated lines. When it is
technically difficult to record the communications among mobile phones, etc., the recording is
required to be as good as possible.) The recording devices are generally installed in operation
control centers.
*: Nippon Telegraph and Telephone Corporation
(8) The Approved Model Specifications 2 “recording the data for the most recent one day or more”
refers to the records of necessary information from at least 24 hours before the occurrence of
accidents or incidents. Also, for the devices installed in rolling stock, the records are not
necessary while trains are not operated, e.g. while being stopped at a station or depot. Further, for
devices of event-trigger systems, the number of events shall be recorded for one day or more.
However, the status of the line where the rolling stock runs is taken into consideration and
estimating the average event number for one day can be allowed. The reason of “one day or
more” is to analyze the condition of the rolling stock and the operation status of the drivers before
the accident or event. However, devices already installed, in which necessary data can be
recorded to analyze and estimate, to a certain extent, the conditions of the rolling stock and the
operation status of the drivers before the accident/event is deemed to be acceptable for this
standard.
(9) Each company is required to develop a procedure to prevent overwriting of data after an accident
or incident occurs. The procedure must eliminate the risk of data disappearing due to overwriting.
(10) The operating condition of trains should be recorded continuously. However, for devices already
installed, the event-trigger system is acceptable if the device can record necessary data to
reproduce the train movements and the operation status of the drivers at the time of the accident
or incident. (Example: Devices able to record, using the emergency braking movement as a
trigger, must record the information described in the Approved Model Specifications 1 (1) - (3)
for a certain time before and after the occurrence of the accident or incident, and to be able to
reproduce the data as train movement curves)
(11) The recording interval of data (interval between data sampling) shall be within 0.2 second or less.
However, it is acceptable for devices already installed to reproduce the train movements and the
operation status of the drivers when the accident or incident occurred as train movement curves.
(12) To give priority to rescuing passengers at an accident, for devices already installed, data must be saved
before they are erased as they are required to be preserved for 5 days or more.
(13) The records of the occurrence of accident or event are required to be preserved as long as it
takes to analyze the accident or event.
258
2. Circumstances of those requirements which were deleted/altered from the former Ministerial
Ordinances, etc., when the new Approved Model Specifications were enacted, and those which were
revised after the enactment of the Approved Model Specifications
Installation of these devices was stipulated by the Ministerial Ordinance to revise a part of the
Ministerial Ordinance to stipulate the technical standards concerning railway (No.13 Ministerial
Ordinance of the Ministry of Land, Infrastructure and Transport, 2006) and by the partial revision of the
Approved Model Specifications for the Ministerial Ordinance, etc. to stipulate the technical standards
concerning railway (Public Notice No.18, 28th April, 2006).
3. Definitions of terms and application ranges: None
III. Relevant Data

1. Circumstances leading up to the installation of devices to record the operating condition of trains
The investigation for the cause of the derailment on 25th April, 2005 of a train on the Fukuchiyama
Lines of West Japan Railway Co. Ltd. had been carried out by the Aircraft and Railway Accidents
Investigation Commission (hereafter, “Accidents Investigation Commission”). However, because of the
seriousness of this accident, a proposal was made to take necessary measures immediately after an
accident. The proposal was presented to the Minister of the Ministry of Land, Infrastructure and
Transport, together with an outline progress report of the investigation of the accident, on 6th September
2005.
The proposal, under the title of “Installment and utilization of devices for recording the operating
condition of trains”, recommended the installation of devices to record the position and speed of trains,
the position of powering handles and brake handles, relevant operating conditions of ATS, etc., when
the accident or incident occurred. The justification for the proposal was that the data would help in the
understanding of the exact conditions at the time of the accident, to help analyze the causes of the
accident, and to utilize the findings to prevent future accidents or incidents.
Because of this and other recent accidents, the Ministry of Land, Infrastructure and Transport formed
the “Technical Standard Investigation Committee” to investigate what a required safety level should be
in railway technical standards. The committee issued an interim report of the investigation results on
29th November, 2005. In the interim report, the recording devices were described as “devices for
recording the operating condition of trains.” Installation of the devices should take into account the
maximum operation speed, density of operations and whether the rolling stock was newly-built or
existing.
Based on this report and in order to develop concrete specifications, the “Investigation Conference
concerning Devices for Recording Operating Condition of Trains (hereafter, “Investigation
Conference”) was formed, and the technical standards and specifications for recording devices to be
installed on future rolling stock, etc. were drawn up.
259
2. Design ideas
The contents investigated and summarized in the Investigation Conference are as follows:
(1) Extraction of items to be recorded and the ways of thinking
The proposal from the Accidents Investigation Commission stated that the recording devices will
be effective for the prevention of recurrence of accidents and incidents by understanding and
analyzing the conditions before and during each accident/incident and by effectively
implementing the lessons learned.
Based on the proposal of the Accidents Investigation Commission about desirable
specifications for recording devices to be installed on future rolling stock, the Investigation
Conference determined the necessary items to be recorded for obtaining the information concerning
movements and operation conditions of the rolling stock at the time of accidents and incidents. In
order to determine the sequence of events leading to an accident or incident, it is necessary to record
in detail the necessary information about the operating condition of the crew and the moving
condition of rolling stock equipment, and be able to reliably access the recorded data after the
accident. The Conference also recognized that the development of electronics continues to evolve
and specifications for recording devices need to accommodate future technological improvements.
Furthermore, it is recognized that the causes of accidents and incidents are varied and some
phenomena will be difficult to predict. Although there is a risk that records will be lost by
malfunction or destruction of devices, the need for shock-proofing, water-proofing and
fire-proofing of the devices are only generally referred to at this time. Based on the future
technological development of recording devices, the improvement of performance of the devices
is encouraged and recordings should not be constrained only to the following items or
performance.
(2) Desirable specifications of recording devices to be installed on future rolling stock
・Recording items (Information on rolling stock)
Item Contents
1 Time ・ Correction of time by radio watch, etc.
2 Position ・ Correction of position by transponder and ground coil, etc.
3 Speed
Status of
operating ・ Operating condition at each notch
4 devices for ・ For emergency braking, the distinction among manual operation by driver, valve
service operation by conductor, or automatic operation by equipment shall be recorded.
brake devices
Status of
operating
5 devices for ・ Operating condition at each notch
control
equipment
Movement of ・ Type of signals by ATS shall be recorded.
6 ATS ・ Status of movement (including alarm sound and status of
devices movement for confirmation handling) shall be recorded.
Movement of ・ Type of signals by ATC shall be recorded.
7
ATC ・ Status of movement shall be recorded.
260
devices
Movement of
8
security brake
9 BC pressure
Equivalent brake
10 ・ In case of electric cars
power signal
Main circuit
11 ・ In case of electric cars
current
Information of
・ Command of door open/close and lighting status of door lamp
12 door
open/close
open/close
・Recording items (Information on other than rolling stock)

Item Contents
Image (e.g., a ・ For an accident caused by external factors, the images to the front will
1 photograph) of document any unforeseeable (external) behavior related to the operation of
the rails ahead the train.
・Performance items
Item Contents
1 Recording time ・ For one day or more
Movement at ・ Even when the power for recording is off by separation of train or power
2
power failure failure, etc., devices shall continue to record for a given time.
Preservation time ・ When the power for recording is off, records shall be preserved for 5 days or
3
of memory more.
Minimum digital
sampling rate or
・ As it is an important factor for reproducing the situation, data shall be sampled
4 minimum
as often as 0.2 sec or less.
temporal
resolution
Vibration-proofing ・ The devices must be able to function satisfactorily in the vibration environment
5
performance of normal running.
Shock-proofing
performance
6 ・ The structure shall not be easily destroyed.
(recording
media)
Water-proofing
performance
7 ・ The structure shall not allow water to enter easily.
(recording
media)
Fire-proofing
performance
8 ・ The structure shall not be easily burnt.
(recording
media)
・ The installation location shall be chosen so that the recording
Installation
9 media are not easily destroyed even at train derailment or
location
collision accident, etc.
261
3. Contents of relevant notification
(1) Management of the Ministerial Ordinance to revise a part of the Ministerial Ordinance to
stipulate the technical standards concerning railway (Public Notice No.19, 28 th April, 2006)
<<Outline>>
Regarding management of the revised Ministerial Ordinance and the Approved Model
Specifications, in the “Interim report of the Investigation Committee about Technical Standards”
(29th November, 2005), it is proposed that taking all actions within as short a period as possible is
desirable. Therefore, in addition to a supplementary provision of the revised Ministerial Ordinance,
a notification is issued including the following contents:
・Those not conforming to the provisions of the new Ministerial Ordinance Article 86-2,
those coming under the supplementary provision of the revised Ministerial Ordinance
Article 2-2 (Rolling stocks or facilities in a section of a railway line where the maximum
operation speed is more than 100km/h) shall, in principle, conform to the new Ministerial
Ordinance by 30th June, 2011.
(2) Management of the supplementary provision Article 2-2-1 of the Ministerial Ordinance, etc. to
revise a part of the Ministerial Ordinance to stipulate the technical standards concerning railway
(Public Notice No.20, 28th April, 2006)
<<Outline>>
Regarding management of the supplementary provision Article 2-2-1 of the revised Ministerial
Ordinance, a notification is issued to include the following:
・ In the supplementary provision Article 2-2-1 of the revised Ministerial Ordinance, “rolling
stock in the section of a railway line” (rolling stock in the section of a railway line where
the maximum operation number of passenger trains is 10 or more per hour in both
directions refers to rolling stock used regularly in the section, but does not refer to rolling
stock which run in the section very rarely and without on-board passengers, for example
to inspect important parts of the system or for the whole inspection of rolling stock.
4. Reference standards: None
5. Bibliographies
Interim report of the Investigation Committee about Technical Standards 29th November, 2005
Report of Investigation Committee concerning Devices to record Train Operation 2005
6. Reference committees, etc.
Investigation Committee about Technical Standard
Investigation Committee concerning Devices to record Train Operation
262
Maintenance of Facilities
and Rolling Stock
263
264
Chapter 9 Maintenance of Facilities and Rolling Stock
(Maintenance of Facilities and Rolling Stock)
Article 87.
4. Rolling stock shall not be used unless they are maintained to function accurately and to be safely operated.
(Inspection and Field Test of Newly Installed Facilities and Newly Manufactured Rolling Stock, etc.)
Article 88.
4. Newly made or purchased and remodeled or repaired rolling stock shall not be used until after inspection
and test run have been conducted. Test run may be omitted, however, when only a minor remodeling or
repair was done.
5. Rolling stock that is suspected of failure because of derailment and other operation accidents and also that
has not been used for a while shall be inspected in advance, or shall be put for test run if needed before it is
put to operation.
(Inspection and Monitoring of Main Track and Overhead Electric (Catenary) Line over the Main Track and
Inspection of Train)
Article 89.
3. Main component of a rolling stock shall be inspected according to the type and traffic condition of trains.
(Periodic Inspection of Facilities and Rolling Stock)

Article 90. A pertinent cycle, item and method of periodic inspection for facilities and rolling stock shall be
determined according to their type, structure and usage, in advance.
2. When Minister of Land, Infrastructure, Transport and Tourism issues a public notice to stipulate the items
for the periodic inspection mentioned above, periodic inspection shall be carried out according to the public
notice.
(Records)
Article 91. Records shall be made and kept for all of the inspections, rebuilding, remodeling or repair carried
out for facilities and rolling stock, according to the Article 88 and 90.
Public Notice on Periodic Inspection of Facilities and Rolling stock

(Purport)
Article 1 This public notice shall define the Periodic Inspection of the facilities and the rolling stock
stipulated in Paragraph 2 of Article 90 of The Ministerial Ordinance setting up the technical
standard of the matters related to the railway.
265
(Periodic Inspection of Rolling Stock)
Article 5 Inspection of the rolling stock shall be carried out periodically within the respective period
specified in the right columns for the type of rolling stock listed in the left column of the
appended table. However, this does not apply to the parts of rolling stock having characteristics of
anti-wear and durability, and the functions of such parts are assured to be maintained for a longer
period than the period specified in the right columns of the Appendix.
(Exceptions)
Article 6 In case of the rolling stock whose operation is suspended (limited to when certain measures to
prevent corrosion, deformation, degradation of electric insulation, etc., possible to occur during
such suspended period have been applied to such rolling stock if they are the rolling stock other
than those of trackless electric car), such suspended period shall not be counted in the calculation
of the period for the inspection interval stipulated in Article 5. However, such period not to be
counted in the calculation of the period of inspection interval shall not exceed the period
corresponding to the kind of inspection as specified below:
(1) Inspection of condition and function: two (2) months

(except for steam locomotive: forty (40) days)
Inspection of important and critical parts: two (2) years
(except for steam locomotive: one (1) year)
(2) Overall inspection: four (4) years
2 In case of the rolling stock whose usage for operation is then suspended, and the facility or the rolling
stock such that any inspection is unable to be implemented due to a certain special reason, inspections
required by the provisions of Article 2 to 5 as stated above can be postponed until such situation or
reason shall cease.
Appendix (Related to Article 5)
Period
Kind of Rolling Stock Inspection of Inspection of important and Overall Inspection
Condition Critical Part
and
Function
Locomotive, Electric car of 1 month 1 year 3 years
Passenger Trackless rolling
Car stock
and Freight Steam locomotive 40 days 1 year 4 years
Car Freight car 3 months 2 years and 6 months 5 years
Rolling stock of 3 months 3 years (except for the first 6 years (except for the
suspended inspection of newly first inspection of
railway, straddle manufactured rolling stock newly manufactured
type monorail, which shall be within 4 rolling stock which
and guided years upon commencement shall be within 7 years
railway of its usage) upon commencement
of its usage)
266
Internal 3 months 4 years, or the period of 8 years
combustion traveled mileage of the
locomotive and rolling stock being not
Internal exceeding 500 thousand
combustion kilometers (or 250
railcar kilometers if the rolling
stock is equipped with
internal combustion engine
with pre- combustion
chamber or with
transmission having dry
clutch), of which shorter
period is selected .
Other rolling 3 months 4 years, or the period of 8 years
stock of the traveled mileage of the
railway other than rolling stock being not
Shinkansen exceeding 600 thousand
kilometers, of which
shorter period is selected .
Passenger car of 30 days or 1 year and 6 months 3 years (except for the
Shinkansen the period of (except for the first first inspection of
traveled inspection of newly newly manufactured
mileage of manufactured rolling stock rolling stock which
the rolling which shall be within 2 shall be within 4 years
stock being years and 6 months upon upon commencement
not commencement of its of its usage), or the
exceeding 30 usage), or the period of period of traveled
thousand traveled mileage of the mileage of the rolling
kilometers, rolling stock being not stock being not
of which exceeding 600 thousand exceeding 1,200
shorter kilometers (or 450 thousand thousand kilometers
period is kilometers if the rolling (or 900 kilometers if
selected. stock is equipped with the rolling stock is
traction circuit having equipped with traction
control system by way of circuit having control
tap changer), of which system by way of tap
shorter period is selected. changer), of which
shorter period is
selected.
Freight car of 90 days 2 years and 6 months 5 years
Shinkansen
Other type of car 90 days 3 years, or the period of 6 years
of Shinkansen traveled mileage of the car
being not exceeding 250
thousand kilometers, of
which shorter period is
selected.
Special Freight car 3 months 3 years (except for the first 6 years (except for the
rolling stock inspection of newly first inspection of
manufactured freight car newly manufactured
which shall be within 3 freight car which shall
years and 6 months upon be within 6 years and
commencement of its 6 months upon
usage) commencement of its
usage)
267
Internal 3 months 3 years and 6 months 7 years (except for the
combustion (except for the first first inspection of
locomotive and inspection of newly manufactured
Internal newly manufactured car car which shall be
combustion car which within 7 years and 6
shall be within 4 years upon months upon
commencement of its commencement of its
usage), or the period of usage)
traveled mileage of the car
thousand kilometers, which
is shorter.
Other rolling 3 months 3 years and 6 months 7 years (except for the
stock of the (except for the first first inspection of
railway other than inspection of newly newly manufactured
Shinkansen manufactured car which car which shall be
shall be within 4 years upon within 7 years and 6
commencement of its months upon
usage), or the period of commencement of its
traveled mileage of the car usage)
thousand kilometers, of
which shorter period is
selected.
Passenger car of 30 days, or 1 year and 6 months 3 years (except for the
Shinkansen the period of (except for the first first inspection of
traveled inspection of newly newly manufactured
mileage of manufactured car which car which shall be
the car being shall be within 2 years and within 4 years upon
not 6 months upon commencement of its
exceeding 30 commencement of its usage)
thousand usage)
kilometers,
of which
shorter
period is
selected.
Freight car of 90 days 3 years 6 years
Shinkansen
Other type of car 90 days 3 years and 6 months 7 years
of Shinkansen
Remarks:
(1) The “Inspection of Condition and Function” in this table shall mean the periodic inspection of the
condition and function of the rolling stock.
(2) The “Inspection of Important and Critical Part” in this table shall mean the periodic inspection of the
major part of power generation system, running gear, braking device, and other critical and important
equipment of the rolling stock.
(3) The “Overall Inspection” in this table shall mean the general inspection of the rolling stock as a whole.
Revision – Article 2, 3 and 4 of the Public Notice was fully revised on February 26, 2007 (Public Notice No.
229 prescribed by the Ministry of Land, Infrastructure and Transport). The revision involved the allowance
for the deviation of inspection timing for facilities, and the setting of substantial reasons for extension of the
period.
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Article 87.
No Approved Model Specifications is provided.
Related to Article 88 (Inspection and Field Test of Newly Constructed Facilities, and Newly Manufactured
Rolling Stock, etc.)
2 When there is such danger that modifications, etc., may influence the static wheel load, the ratio of wheel
load unbalance shall be confirmed to be appropriate by directly measuring the wheel load.
Related to Article 89 “Patrol Inspection and Monitoring of Main Track as well as Overhead Contact Line
installed over Main Line and Inspection of Train”:
3 A railway operator shall carry out the inspection of trains pursuant to the pre-determined content of the
inspection at the pre-determined timing in consideration of the usage of the rolling stock, design method, the
management method applied to them, and the traffic condition of the trains
Article 90 Related to the (Periodic Inspection of Facilities and Rolling Stock)

1 The inspection of cable railway shall be carried out pursuant to No.4 of Appendix on the “Inspection of
Cable Railway”.
2 Replacement of cables of any cable railway shall be made in accordance with the stipulation of No.5 of
Appendix on the “Standard of Cable Replacement of Cable Railway”.
(Records)
Article 91 Related to (Records)

2 Inspection of Rolling Stock
All the records of the inspection of the newly built rolling stock, etc., and of the periodic inspections
shall be kept until the first overall inspection directly after the above inspections will have been completed.
In addition, the date and year, and the place of the periodic inspection of the rolling stock shall be printed
at the appropriate place of the rolling stock. However, the inspection on the state and function shall be
excluded. When the railway operator is maintaining all the records of the date and year and the place of
the periodic inspections, they can omit printing of the above information on the rolling stock.
[Notice of Approved Model Specification]

Article 5 Related to the “Periodic Inspection of Rolling stock”:
1 Inspection Item and Method of the “Inspection of important and Critical Part” and the “Overall
Inspection”:
(1) The items and the methods of the inspection of the important and critical part and the overall
inspection of the rolling stock of ordinary railways shall be determined by the kind of rolling stock
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in accordance with the stipulations of the Appendix. However, in the inspection of the important and
critical part, application of the inspection items and the methods required in the Appendix to those
parts other than the major part of the important and critical equipment can be omitted in
consideration of the structure, function and the situation of usage of the said rolling stock.
inspection of the rolling stock of special railways shall be determined pursuant to the stipulations of
the Appendix in consideration of the design and the situation of usage of the said rolling stock.
2 Management of the Static Wheel Lload of Rolling Stock:
Management of the static wheel load of the rolling stock based on the Approved Model Specifications 2
related to Article 66 of the Ministerial Ordinance shall be carried out by directly measuring the wheel
load at the time of the rolling stock’s shop-out.
3 Insulation Test:
(1) When the periodic inspection is conducted, an insulation test shall be made on the equipment and
wires of the electric circuits if it is deemed necessary.
(2) When an insulation test is conducted, an insulation resistance test and a dielectric strength test shall
be implemented in consideration of insulation materials used for the electric circuits and wires,
wiring devices and instruments, structure of the rolling stock, and existence or nonexistence of any
protective circuit.
(3) When the dielectric strength test is carried out, a voltage of 1.65 times or more of the service
voltage shall be used and be continued for 1 minute or more if the direct current of more than 750
voltages or the alternate current of more than 300 voltages is served for the electric circuit.
4 Inspection of Axle:
When a flaw and penetration detection is carried out in the periodic inspection of the axle, the
inspection method to be applied shall comply with the “Standard of Flaw and Penetration Detection of
Axle” shown in No.1 of the Appendix.
5 Inspection Method of the Brake Equipment of a Rolling Stock Which Obtains the Necessary Braking
Force Structurally by Single Brake Cylinder and Is Operated by a Single Car:
The inspection method of the brake equipment of the rolling stock shall comply with No.2 of the
Appendix.
6 Inspection Method of the Truck Frame:
The inspection of the truck frame shall comply with the “Inspection Manual of Truck Frame” as shown in
No.3 of the Appendix.
7 Inspection Intervals as Defined in the Proviso to Article 5 and after of the Public Notice:
(1) The examples of the equipment which can be regarded as such equipment as defined in Article 5 of
the public notice as “However, the above statement does not apply to the parts of any rolling stock
having characteristics of anti-wear and durability, and the functions of such parts are assured to be
maintained for longer period than the period specified in the right columns of the Appendix” shall
be the following:
① Any equipment that has no contact points by use of electronic devices,
② Any equipment that has reduced mechanically movable parts,
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③ Any equipment such that its anti-wear characteristics and durability have been improved by the
change of material quality, etc.,
④ Any equipment of which inspection interval could be deemed appropriate judging from the usage
results, inspection record, etc., though no changes of structure, material quality, etc., were made to
the conventional equipment,
⑤ Any equipment such that the state and functions of its major component and devices is
continuously monitored, and is easy to grasp its state and functions, and
⑥ Any equipment of which inspection intervals can be changed by applying more reliable inspection
methods such as nondestructive inspection, etc.
(2) The railway operator, who could prove themselves complying to the public notice by a certain
objective review method such as verification or theoretical analysis based on the actual data
corresponding to their respective technical reference, can determine the inspection intervals and the
methods of the inspection for the equipment as above referred.
8 Exceptions for Inspection of Rolling Stock
When the railway operator wants to implement testing on the rolling stock in order to extend the
inspection interval of the rolling stock because of a certain “special cause or reason” as stated in
Paragraph 2 of Article 6 of the public notice, they shall be required to report to the authority of the
following:
① Rolling stock to be tested,
② Period of the test,
③ Cause or reason of implementing the test,
④ Data and information on the rolling stock to be tested,
⑤ Measures to secure safety during the test period.
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Article 87.
4. Rolling stock shall not be used unless they are maintained to function accurately and to be safely operated.

No Approved Model Specifications is provided.
[Explanation]
[Maintenance of Rolling Stock]
The safety of railway transportation is dependent upon a comprehensive management plan executed by
railway operators with the following prerequisites:
・ Each person in charge has the necessary knowledge and skill;
・ Facilities and rolling stock meet designated performance levels; and
・ The management of operations is executed flawlessly.
Based on this, the Technical Standard of Railway, “Ministerial Ordinance to stipulate Technical Standard
concerning Railway” requires that all railway operators shall follow the Technical Standard regardless of
their technical abilities or the condition of their management. The Technical Standard was provided to
ensure the safety of railway transportation through the following procedure:
- the government indicates a level of safety that is socially acceptable through the safety standards,
and
- All railway operators must follow these standards for railway facilities, rolling stock structures,
maintenance management and operation management.
In order to ensure the safety of rolling stock the Technical Standard must be followed for the process of
designing and manufacturing the rolling stock and the basic function of the rolling stock must be maintained
after operations commence. It is necessary to guarantee the safety of railway transportation for the
passengers or cargo by periodically confirming that the rolling stock is performing satisfactorily and by
performing repair or exchange of parts or units if necessary.
Therefore, based on the Technical Standard of Railway set forth by the government, it is important for
each railway operator to follow the implementation standards which are provided for all operation
conditions and physical structures.
[Persons who execute Maintenance of Rolling Stock]

Managing and maintaining the rolling stock in good condition for safe operation is an obligation of the
railway operator who uses the rolling stock. The railway operators must perform voluntarily the inspection
and testing of the rolling stock. However, the inspection of rolling stock may be subcontracted.
In general, the subcontract of maintenance of rolling stock is divided roughly into the following:
・ “Site work” for maintenance or cleaning of rolling stock;
・ “Management work” for determining the proper use of rolling stock based on the inspection results, or
drawing up repair plans, etc.
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The site work does not come under the subcontract of management provided in Article 25 of the
Law of Railway Business and Article 38 of that Construction Rules, because the railway operator and the
contractor exchange contracts that govern the performance of the site work.
Accordingly, the consignment of mutual maintenance work in the through-service or the
consignment of maintenance work and cleaning work, etc. does not come under the “subcontract of
management” provision.
However, “management work,” which is an important item affecting safety, is the obligation of the
railway operator, and the procedures must be executed in accordance with the provisions of the Ministerial
Ordinance.
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(Inspection and Field Test of Newly Installed Facilities and Newly Manufactured Rolling Stock, etc.)
Article 88.
4. Newly made or purchased and remodeled or repaired rolling stock shall not be used until after inspection
and test run have been conducted. Test run may be omitted, however, when only a minor remodeling or
repair was done.
5. Rolling stock that is suspected of failure because of derailment and other operation accidents and also that
has not been used for a while shall be inspected in advance, or shall be put for test run if needed before it is
put to operation.
Related to Article 88 (Inspection and Field Test of Newly Constructed Facilities, and Newly
Manufactured Rolling Stock, etc.)
2 When there is such danger that modifications, etc., may influence the static wheel load, the ratio of
wheel load unbalance shall be confirmed to be appropriate by directly measuring the wheel load.
[Explanation]
It is necessary to test newly manufactured or purchased rolling stock to ensure safe operation. Test runs
should be conducted prior to use of the rolling stock, after inspection of the rolling stock itself and after a
part has been remodeled or repaired.
Inspections and test runs shall also be conducted if there are concerns about malfunction of the rolling
stock due to a prior derailment or due to other concerns about the condition of the equipment, e.g., if the
rolling stock is being used after a long-term service suspension or storage.
Following the report of the Investigation Committee about prevention of flange climb derailment at a
sharp curve, Approved Specification 2 was added as a partial amendment (Public Notice No. 56 dated 11th
August, 2004) to the Approved Specifications of the Ministerial Ordinance stipulating technical standards
about railway. This specification requires the following:
・ maintenance of rolling stock shall consider the prevention of an imbalance of static wheel loads, and
・ after remodeling or other changes that might affect static wheel loads, the ratio of wheel load imbalance
shall be confirmed by actual measurement.
(As to related contents, refer to “Management of Static Wheel Loads of Rolling Stock” Page 374.)
[Implementation of Test Run]

The purpose of a test run is to confirm that the rolling stock is in safe operating condition. Test runs to
confirm the function of the rolling stock are conducted when the railway operator judges that it is necessary.
This will often be required for newly manufactured or purchased rolling stock, for remodeled or repaired
rolling stock, or for rolling stock where there are concerns about malfunction of the rolling stock due to a
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prior derailment.
The following are listed as examples of when test runs would be conducted;
・ confirmation of function after inspection of a whole vehicle or of important parts of a vehicle;
・ confirmation of running function after replacement of a wheel set or bogie;
・ confirmation of function after large-scale repair or remodeling of major equipment such as main circuit,
control circuit or braking circuit, etc.;
・ confirmation of function after repair of important equipment which was seriously damaged due to a
derailment or an accident at level crossing, etc.
[Test Run of Rolling Stock after Long-term Service Suspension]

In the case of service suspension or storage of rolling stock, it is required to take all necessary measures
to ensure safety. When malfunction of the rolling stock is of concern due to long-term suspension, each
railway operator may decide to implement a test run based on the condition of the rolling stock. (As to
inspection of rolling stock, refer to the Explanation related to Article 89.)
[Implementation Places of Test Run]

Although the test run is generally implemented in work shops or on main lines, it is necessary for each
railway operator conduct the test at the most appropriate place dependent on the purpose of test run.
[Handling of Newly Manufactured or Purchased Rolling Stock Transported as Goods]

In general, newly manufactured or purchased rolling stock is handled as “rolling stock utilized for
railway business”, after the rolling stock has been transported on to the line of each railway operator, and
after inspection of the equipment and after a test run has been conducted on that line. Therefore, when the
newly manufactured or purchased rolling stock is transported to the railway operator with its wheels
running on rail without being loaded on wagons, the rolling stock is separately handled by the Law of
Railway Business, and this Ministerial Ordinance is not applicable.
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(Patrol Inspection and Monitoring of Main Track as well as Overhead Contact Line Installed over the Main
Line and Inspection of Train)
Article 89.
3. Main component of a rolling stock shall be inspected according to the type and traffic condition of trains.

Related to Article 89 “Patrol Inspection and Monitoring of Main Track as well as Overhead Contact Line
installed over Main Line and Inspection of Train”
3 A railway operator shall carry out the inspection of trains pursuant to the pre-determined content of the
inspection at the pre-determined timing in consideration of the usage of the rolling stock, design method,
the management method applied to them, and the traffic condition of the trains.
[Explanation]
[Definition of Train Inspection]
The time period for train inspections shall be determined by each railway operator’s requirements for
uniform inspections and the requirements of the implementation standards. However, when it is impossible
to decide on a uniform inspection time for vehicles such as goods wagons due to irregular operation of
trains, each railway operator can implement inspections on a non-uniform time basis provided the
requirements are documented as detailed in the internal rules.
[Circumstance of Train Inspection]

The train inspection was originally an inspection to confirm that the train was functioning normally
when the train make up of passenger cars and wagons was changed.
[Contents of Train Inspection]

The train inspection is based on the inspection of train make up to confirm the function, etc. of
continuous brake, of the train make up condition for electric railcars and diesel railcars, and of the condition
of a single car or of several cars coupled for locomotives, passenger cars and wagons. Further, in this time
period, the inspection is implemented mainly to confirm the quality of each apparatus and to replace
consumables as necessary. Examples of consumables might include worn pantograph contact strips and
brake shoes, elongation of brake stroke, and lubricating oil for engines, etc. When the condition of the
rolling stock can be monitored with observation devices (on-board monitoring devices or various wayside
measuring devices), the train inspection can be implemented based on the data from those devices.
[Initial Date for Reckoning Inspection Period (Effective Period) of Train Inspection]
The train inspection is required to confirm that the rolling stock functions correctly when assembled as a
train. The inspection is conducted within the time period determined by each railway operator based on
the condition and structure of the rolling stock and the operating conditions.
The date for the beginning of the train inspection effective period (or the “validity period”) shall be
276
determined by the railway operator based on operating conditions such as when the train was last inspected
and when the train began operations following its last inspection. Further each railway operator shall
determine the method by which management will control the length of the inspection (validity) period (e.g.
time or days) based on specific operating conditions and the condition of the rolling stock.
It is necessary for each operator to conduct the train inspection prior to the commencement of operation
when there is concern about a change of the rolling stock condition due to corrosion or degradation, etc. due
to long-term suspension of operation. There is no such requirement for train inspection when replacing
consumables. Further, when determining the initial beginning date or time for the train inspection period
(validity period) after short-term suspension of operation, etc. each railway operator must consider the
relation between the time of operation suspension and the effect of the condition change on rolling stock
operation. Fundamentally, the initial beginning date for the train inspection period (validity period) cannot
be delayed when operations are suspended after the initial commencement of operation. This is because the
condition of the rolling stock has already changed due to the operating service. Please refer to “A Special
Exemption of Rolling Stock Inspection” with regard to the initial beginning date for train inspection.
[Treatment When a Disaster or an Unavoidable Situation Has Happened]

The railway operator can postpone the train inspection whenever the inspection cannot be implemented
during the determined period because it is impossible to move the rolling stock to the train inspection site
due to an unexpected situation caused by a natural disaster or a train accident, etc.
[Reference]
“Example No. 1 of Implementing Standards”
The train inspection is implemented to inspect the main parts of electric railcars from the outside,
accounting for the kind of train and its operating condition.
The train inspection shall be implemented within a period not more than ○days (a period that each
railway operator determines to ensure the safety of the rolling stock).
The period from the implementation of train inspection to the commencement of operation shall not be
more than ○days (a period that each railway operator determines to ensure the safety of the rolling stock).
“Example No. 2 of Implementing Standards” (Example of Freight Wagons Operated Nationwide, etc.)
(Time of Train Inspection)
In regard to the pre-departure train inspection of freight cars, the operator shall take the usage conditions
of the freight cars into consideration based on the “scheduling diagram for freight wagons” etc., consult
with its branch line offices and determine which trains at which locations are to receive the pre-departure
inspections.
(Contents of Train Inspection)

Based on the conditions and usage of the freight cars, replenishment/replacement of consumable parts
and exterior inspection of the condition and function of the running gear, electrical devices, brakes, car body
etc., shall be conducted.
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notice.
[Public Notice on Periodic Inspection of Facilities and Rolling stock]

(Purport)
Article 1 This public notice shall define the Periodic Inspection of the facilities and the rolling stock
stipulated in Paragraph 2 of Article 90 of The Ministerial Ordinance setting up the technical standard of the
matters related to the railway.
(Periodic Inspection of Rolling Stock)
Article 5 Inspection of the rolling stock shall be carried out periodically within the respective period
specified in the right columns for the type of rolling stock listed in the left column of the appended table.
However, this does not apply to the parts of rolling stock having characteristics of anti-wear and durability,
and the functions of such parts are assured to be maintained for a longer period than the period specified in
the right columns of the Appendix.

(Related to the Ministerial Ordinance setting up the technical standard of the matters on the railway)
The inspection of cable railway shall be carried out pursuant to No.4 of Appendix on the “Inspection of
Cable Railway”.
[Explanation]
The contents stipulated in the Former Railway Operation Rules and the Former Shinkansen Railway
Operation Rules regarding the kind and cycle of periodic inspection were stipulated again in the Public
Notice. Further, a proviso was supplemented to avoid discouraging each railway operator from introducing
new technologies. (Refer to the Explanation of Proviso).
Also, the inspection cycle for the Shinkansen was extended in accordance with the amendment of the
new Ministerial Ordinance after receiving the policy proposal titled “Investigation Committee about
Analyses・Assessments of Test Results for Extension of Inspection Cycle of Rolling Stocks”.
There is also information about the important inspection of locomotives, passenger cars and freight
wagons which were transferred to JR from the former Japanese National Railways. The certificate of
th
approval (RM No. 55 dated 28 June, 1984) denotes circumstances for implementing the inspections as
“bogie inspection” for electric locomotive, as “regular inspection (B)” for diesel locomotives, and as
“regular inspection (specific exchange)” for passenger cars and freight wagons, and so, the usual inspection
278
systems are succeeded even after the enactment of the new Ministerial Ordinance.
[Inspection Period and the Initial Date for Reckoning]
Two units are used for the inspection period of the “condition & function inspections” in the Annexed
Table of the Public Notice (related to Article 5). Both expressions, the number of days and the number of
months, are intermixed but 30 days can be regarded as one month as the basis of calculation by each railway
operator’s management.
The inspection period is determined from the day following completion of the inspection. Further, the
necessary number of days to implement the important inspection is excluded from calculation of the
inspection cycle from the general inspection to the next general inspection.
General inspection Important inspection General inspection
(The period ‘a’ is excluded from counting in, and the period ‘A+B’ shall not exceed the inspection period of the general inspection.)
[Relationship between Higher Rank Inspection and Lower Rank Inspection]

The general inspection, the important inspection and the condition & function inspection are all
stipulated as periodic inspections. However, in practice, when each railway operator implements the
important inspection, its contents are equal to or more detailed than those of the condition & function
inspection. Similarly, the contents of the general inspection can be equal to or more detailed than those of
the important inspection. In these cases, it may be deemed that the condition & function inspection was
implemented when the important inspection was implemented, and that the important inspection was
implemented when the general inspection was implemented.
However, for the important inspection of Shinkansen electric railcars, each railway operator implements
the inspections according to the rules of the former Shinkansen Railway Operation Rules even after the
alteration. Even then, the bogie inspection cannot be considered as part of the condition & performance
inspection.
Also, the bogie inspection of electric locomotives cannot be part of the condition & performance
inspection even for the rolling stock where inspections are implemented based on the inspection systems
according to the Certificate of Approval (RM No. 55 dated 28th June, 1984) in the rolling stocks of which
types were succeeded to JR from the former Japanese National Railways.
Therefore, each railway operator has to implement the higher rank inspection to include lower rank
inspection by determining the contents of each inspection.
[Inspections of Onboard Devices for Train Protection Systems, ATS, ATC]

Although the train protection systems consist of the ground devices and the onboard systems, the
maintenance of these devices has to be implemented in accordance with the respective inspection cycle for
the ground devices and for the onboard systems.
However, the cycle of periodic inspection as stipulated in the Article 4 of the Public Notice “Periodic
Inspection for Train Protection Systems” requires the periodic inspection of the on-board devices. Thus,
279
because inspection of the on-board devices is implemented as one with the ground devices, each railway
operator must decide the appropriate cycle and the contents based on the structure and operating condition
of the devices coordinating with the operation of the ground devices, and to implement the inspection after
documenting them in the implementing standards.
[Reference]
Public Notice on Periodic Inspection of Facilities and Rolling stock
(Periodic Inspection of Train Protection System and Equipment)
Article 4 Inspection of train protection system and equipment shall be carried out periodically within the
month in which the day, passed the respective basis period specified in the third column reckoned
from the basis date of inspection, is involved, or within the tolerable deviation period, specified in
the right column of the table below, from the day passed the respective basis period, for each
facility and equipment listed in the second column, for the place they are installed as described in
the left column of the table below.
Additionally, the month in which the day passed the basis period is involved is redefined as the day passed
the basis period, when the basis period of the said facility is below 1 year. Hereafter, in this Item,
referred to as “the day passed the respective basis period”
Place Installed Kind of Equipment Basis Period

Railway other than Shinkansen Equipment to ensure the block, device to 1 year
and Shinkansen (Shed, etc., ensure train distances, signal indication
only) device for railway, equipment and device
to link the signals, etc., equipment and
device to slow down or stop the train
automatically, and other important train
protection system and equipment.
Any train protection system and 2 years
equipment other than the above.
Shinkansen (Excluding Shed, Equipment to ensure train distances, and 3 months
etc.) major part of the switch and lock
movement.
Signal indication device for railway, 6 months
major part of the equipment to link the
signals and the communication
equipment for safety (for train operation
only).
Any train protection equipment other 1 years
than the major part of those listed in the
above two columns.
280
2 Above the basis date of inspection may be changed, when there are inevitable reasons.
[1] Any train protection system and equipment equipped with a function to automatically
activate its auxiliary equipment when a failure occurs, or failure appears imminent.
[2] Electronic or sealed equipment and equipment for which its functions can be ensured by
periodic replacement of the equipment, by which the function of the equipment can be
ensured for periods beyond those specified in the above item.
[Inspections of Air Reservoirs]

Onboard air reservoirs are classified as Class-2 Pressure Vessels in the Enforcement Order of the
Industrial Safety and Health Law. For the Class-2 Pressure Vessel, it is stipulated, in the Ordinance on
Safety of Boilers and Pressure Vessels, that the vessel must be inspected each year to determine whether
there is any damage to the body itself, any wear on fastening bolts of the cover and any damage to pipes and
valves.
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282/17
Certificate of approval (Tetsuho No. 55 dated June 28th, 1984) (Excerpts)
(1) Japan National Railways Vehicle Operation Rule, Article 33

Special approval
Car classification Type of Applied car type Remarks
(Contents at the time) Interval Description
inspection
Electric At intervals not - Inspection for Not exceeding 90 Regular - Same as current 90 days New type cars
locomotive exceeding 30 conditions and days or 25,000 inspection regular inspection EF15, 30, 58, 60,
days actions km (fewer days 61, 62, 64, 65,
- Insulation or shorter 66, 67, 70, 80, 81
resistance test mileage ED60, 62, 75,
depending on car 76, 77
structure and/or 60 days EF63, 71
operating ED78
conditions)
At intervals not - Inspection on Not exceeding 36 Running gear - Basically the 18 months EF60, 61,62, 64, Cars that cover
exceeding 1 year key components months or inspection same as current 65, 66, 67, 70, 81 more than
including power 200,000 km running gear 200,000 km in 36
generation (fewer months inspection, with months
system, power depending on car 2nd inspection 36 months ED60, 62, 75, Cars that cover
transmission structure and/or additionally 76, 77 200,000 km or
system, running operating covering auxiliary less in 36 months
gear, brake conditions) rotating electrical 15 months EF63, 71
system and machine and air- EF78
instruments blast circuit-
breaker
- Simplified
inspection on
traction motor in
1st and 3rd
inspections
At intervals not - General Not exceeding 72 General - Same as current 72 months New type cars
exceeding 4 years inspection months or inspection general inspection EF60, 61,62, 64,
conducted with 800,000 km 65, 66, 67, 70, 71
key components (fewer months ED60, 62, 75,
removed depending on car 76, 77
- Dielectric structure and/or 60 months EF63, 71
strength test operating ED78
conditions)
Diesel locomotive At intervals not - Inspection for Not exceeding 90 Regular - Same as current 90 days New type cars
exceeding 30 conditions and days or 25,000 inspection (A) regular inspection DD13, 14, 15
days actions km (A) DD16, 17, 20,
- Insulation 21, 51, 53
282
283/17
resistance test DE10, 11, 15, 50
At intervals not - Inspection on Not exceeding 36 Regular - Basically the 21 months DD14, 15, 16
exceeding 1 year key components months or inspection (B) same as current (300s), 17
including power 125,000 km regular inspection DE15
generation (fewer months (B), with 2nd 18 months DD13, 16 (other Cars that cover
system, power depending on car inspection (B) than 300s), 51 more than
transmission structure and/or covering in more 125,000 km in 36
system, running operating detail the engine months
gear, brake conditions) (cylinder liners, 36 months New type cars Cars that cover
system and pistons, etc.), DE10, 11 125,000 km or
instruments engine auxiliary less in 36 months
equipment (oil
coolers, etc.),
power
transmission
system (propeller
shafts, etc.),
running gear and
foundation brake
gear
- No dismantling
inspection on
starting motor or
charging
generator in 1st
and 3rd regular
inspections (B)
At intervals not - General Not exceeding 84 General - Same as current 84 months DD14, 15, 16
exceeding 4 years inspection months or inspection general inspection (300s) 17
conducted with 500,000 km DE15
key components (fewer months 72 months DD13, 16 (other
removed depending on car than 300s), 51
- Dielectric structure and/or New type cars
strength test operating DE10, 11
conditions)
※ New type cars refer to those newly manufactured or modified cars registered on June 1, 1984 and onwards as a new type car.
283
284/17
(2 - 1) Japan National Railways Vehicle Operation Rule, Article 34

Special approval
inspection
Electric railcar At intervals not - Inspection for Not exceeding 90 Regular - Same as current 90 days New type cars
exceeding 30 conditions and days or 30,000 inspection regular inspection 101, 103, 105,
days actions km (fewer days 111, 113, 115,
- Insulation or shorter 117, 119, 157,
resistance test mileage 165, 167, 169,
depending on car 181, 183, 185,
structure and/or 189, 201, 203,
operating 301, 381, 401,
conditions) 403, 415, 417,
421, 423, 451,
453, 455, 457,
471, 473, 475,
481, 483, 485,
489, 581, 583,
711, 713, 715,
781, 143, 145,
147, 153, 193,
443 (including
the derivative of
each car type)
60 days Types other than
the above
At intervals not - Inspection on Not exceeding 36 Critical parts - Same as current 36 months New type cars
exceeding 18 key components months or inspection critical parts 103, 105, 111,
months including power 400,000 km inspection 113, 115, 117,
generation (fewer months 119, 157, 165,
system, power depending on car 167, 169, 181,
transmission structure and/or 183, 185, 189,
system, running operating 201, 203, 301,
gear, brake conditions) 381, 401, 403,
system and Interval extended 415, 417, 421,
instruments for 12 months for 423, 451, 453,
1st inspection 455, 457, 471,
following car 473, 475, 481,
renewal 483, 485, 489,
581, 583, 711,
713, 715, 781,
143, 145, 147,
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285/17
153, 193, 443
(including the
derivative of each
car type)
30 months 101 (including
the derivative of
the car type)
At intervals not - General Not exceeding 72 General - Same as current 72 months New type cars
exceeding 3 years inspection months or inspection general 103, 105, 111,
conducted with 800,000 km inspection 113, 115, 117,
key components (fewer months 119, 157, 165,
removed depending on car 167, 169, 181,
- Dielectric structure and/or 183, 185, 189,
strength test operating 201, 203, 301,
conditions) 381, 401, 415,
Interval extended 417, 421, 423,
for 12 months for 451, 453, 455,
1st inspection 457, 471, 473,
following car 475, 481, 483,
renewal 485, 489, 581,
583, 711, 713,
715, 781, 143,
145, 147, 153,
193, 443
(including the
derivative of each
car type)
60 months 101 (including
the derivative of
the car type)
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286/17
(2 - 2) Japan National Railways Vehicle Operation Rule, Article 34

Special approval
inspection
Diesel railcar At intervals not - Inspection for Not exceeding 90 Regular - Same as current All types ◆ New type cars
exceeding 30 conditions and days or 30,000 inspection regular inspection
days actions km (A)
- Insulation
resistance test
At intervals not - Inspection on Not exceeding 36 Critical parts - Same as current
exceeding 18 key components months or inspection critical parts
months including power 250,000 km inspection
generation Interval extended
system, power for 12 months for
transmission 1st inspection
system, running following car
gear, brake renewal
system and
instruments
At intervals not - General Not exceeding 72 General - Same as current
exceeding 3 years inspection months or inspection general inspection
conducted with 500,000 km
key components Interval extended
removed for 12 months for
- Dielectric 1st inspection
strength test following car
renewal
286
287/17

Special approval
Car classification Type of Applied car type
inspection
Passenger car At intervals not - Inspection for Not exceeding 90 Regular - Same as current 90 days All types
exceeding 60 conditions and days or 30,000 inspection regular inspection New type cars
days actions km (shorter
- Insulation mileage
resistance test depending on car
structure and/or
operating
conditions)
At intervals not - Inspection on Not exceeding 24 Regular - Same as current 24 months New type cas
exceeding 1 year key components months or inspection regular inspection 12, 14, 24, 50
including brake 300,000 km (specific (specific (including the
system, generator (fewer months or equipment) equipment) derivative of each
and instruments shorter mileage omitting car type), Mani
depending on car inspections for 44, Mani 50, Suni
structure and/or generator and 40, Suni 41,
operating water raising Waki 8000 and
conditions) equipment AWasafu 8000
Interval extended used specifically
for 12 months for for luggage
1st inspection transportation
following car The following
renewal types on which
required
modification has
been completed:
Oyu 10, Naha 10,
Nahafu 10, Oyu
11, Naha 11,
Nahafu 11, Ohane
12, Ohanefu 12,
Suyu 13, Suhane
16, Ohafu 33,
Oha 35, Oha 36,
Ohani 36, Mani
36, Mani 37, Suha
40, Suha 42,
Suhafu 42, Suha
43, Suhafu 43,
287
288/17
Suhafu 44, Suha
45, Ohafu 45,
Oha 46, Ohafu
46, Oha 47,
Suyuni 50, Suro
81, Surofu 81,
Maya 10, Maya
34, Suya 11
18 months Cars other than
those with an
application
interval of 24
months
At intervals not - General Not exceeding 48 General - Same as current 48 months 12, 14, 24, 50
exceeding 2 years inspection months or inspection general (including the
conducted with 600,000 km inspection derivative of each
key components (fewer months or car type), Mani
removed shorter mileage 44, Mani 50, Suni
- Dielectric depending on car 40, Suni 41, Waki
strength test structure and/or 8000 and Wasafu
operating 8000 used
conditions) specifically for
Interval extended luggage
for 12 months for transportation
1st inspection New type cars
following car The following
renewal types on which
required
modification has
been completed:
Oyu 10, Naha 10,
Nahafu 10, Oyu
11, Naha 11,
Nahafu 11, Ohane
12, Ohanefu 12,
Suyu 13, Suhane
16, Ohafu 33,
Oha 35, Oha 36,
Ohani 36, Mani
36, Mani 37, Suha
40, Suha 42,
Suhafu 42, Suha
43, Suhafu 43,
Suhafu 44, Suha
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289/17
45, Ohafu 45,
Oha 46, Ohafu
46, Oha 47,
Suyuni 50, Suro
81, Surofu 81,
Maya 10, Maya
34, Suya 11
36 months The following
types on which
required
modification has
not been
completed: Oyu
10, Naha 10,
Nahafu 10, Oyu
11, Naha 11,
Nahafu 11, Ohane
12, Ohanefu 12,
Suyu 13, Suhane
16, Oha 36, Ohani
36, Suha 40, Suha
42, Suhafu 42,
Suha 43, Suhafu
43, Suhafu 44,
Suha 45, Ohafu
45, Oha 46,
Suyuni 50, Suro
81, Surofu 81
20, Kani 25
The following
types on which
required
modification has
not been
completed: Ohafu
33, Oha 35, Mani
36, Mani 37, Suha
42, Oha 47,
Ohafu 46,
Types other than
the above
289
290/17

Special approval
Car classification Type of AffectedApplied car type Remarks
inspection
Freight car At intervals not - Inspection for Not exceeding 90 Regular - Same as current 90 days Wamu 2000,
exceeding 60 conditions and days inspection regular inspection 21000, 50000,
days actions 60000, 70000,
80000, Wara 1,
- Insulation Mimu 100, Rimu
resistance test 300, Tomu
50000, 60000,
Tora 35000,
40000, 45000,
55000, 70000,
Chi 1, Ke 10,
Toki 21200,
23000, 23600,
25000, Chiki
900, 3000, 4000,
4500, 5000, E
700, Ya 1, 80, 81,
90, 200, 250,
360, 370, 380,
390, 395, 400,
450, 500, 550, Ki
100, 550, 700, So
30, 60, 80, 100,
150, 160, 200,
300, Hi 300, 500,
600,
New type cars
Wa 12000, - Regular
Wamu 89000, inspection shall
90000, Wasa 1, be conducted at
Waki 8000, intervals not
10000, 50000, exceeding 50
Wasafu 8000, days regardless
Wafu 21000, of the provisions
29000, 29500, on the left for
35000, Temu Koki 5500, 9000,
300, Tera 1, Teki 9200 and 9300
200, Re 12000, cars on which the
290
291/17
Remu 5000, Resa bogie has not
5000, 10000, been modified.
Remufu 10000, - Regular
Tsumu 1000, inspection shall
Pomu 1, Chi be conducted at
1000, Tora intervals not
25000, 30000, exceeding 60
90000, Toki days regardless
23900, 80000, of the provisions
Chiki 5200, on the left for
7000, 8000, cars on which an
Chisa 9000, Koki automatic slack
9300, 10000, adjuster has not
19000, 50000, been installed.
Kokifu 10000,
50000, Shiki 70,
80, 90, 100, 180,
500, 550, Sera 1,
Seki 3000, 6000,
8000, Sefu 1,
Hoki 650, 700,
800, 2100, 2200,
2500, 2800, Yo
2000, 3500,
5000, 6000,
8000,
Privately owned
tank cars of the
types excluding
Taki 9800, 9900
and 42750
Privately owned
well and hopper
cars
Waki 1000, 5000,
9000, Wamufu
100, Tomu 5000,
11000, Tora
16000, Ku 5000,
Chiki 2800,
4700, 4800,
5500, 6000, Kosa
900, Koki 1000,
5500, 9000,
291
292/17
9100, 9200
Tomu 1, Toki
15000, 21100,
21400, 21500,
Chi 500, Chiki 1,
Yo 9000
At intervals not - Inspection on Not exceeding 30 Regular - Same as current 30 months All types
exceeding 1 year key components months inspection regular inspection New type cars
including brake (specific (specific
system, generator equipment) equipment)
and instruments omitting
inspections for
generator and
water raising
equipment
At intervals not - General Not exceeding 60 General - Same as current 60 months Tank cars For tank cars
exceeding 4 years inspection months inspection general (gasoline, (other than
conducted with inspection petroleum, fish gasoline,
key components oil, molasses), petroleum, fish
removed Wa 12000, oil, molasses) and
- Dielectric Wamu 2000, hopper cars that
strength test 21000, 50000, were renewed in
60000, 70000, April 1985 or
80000, 89000, thereafter,
90000, Wara 1, general
Mimu 100, Tora inspection shall
45000, 55000, be conducted at
70000, Rim 300, intervals not
Ya 81, 500, 550, exceeding 60
E 700, Temu 300, months.
Tera 1, Teki 200,
Tsumu 1000,
Pomu 1, Sera 1,
Seki 3000, 6000,
8000, Ke 10,
Toki 25000,
New type cars
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293/17
(5) Shinkansen Railway Vehicle Operation Rule, Article 31

Special approval
(contents at the time) Interval Description
inspection
Electric railcar At intervals not - Inspection on Not exceeding 12 Running gear - Same as current All types
exceeding 1 year key components months or inspection running gear New type cars
or 450,000 km of traction motor, 300,000 km inspection
power Interval extended
transmission for 12 months for
system, running 1st inspection
gear, spring gear following car
and brake system renewal
At intervals not - General Not exceeding 36 - Same as current
exceeding 2 years inspection months or General general
or 900,000 km conducted with 900,000 km inspection inspection
key components Interval extended
removed for 12 months for
- Dielectric 1st inspection
strength test following car
renewal
293
[Notice of Approved Model Specification]
Article 5 Related to the “Periodic Inspection of Rolling stock”:
1 Inspection Item and Method of the “Inspection of important and Critical Part” and the “Overall
Inspection”:
inspection of the rolling stock of ordinary railways shall be determined by the kind of rolling stock in
accordance with the stipulations of the Appendix. However, in the inspection of the important and
critical part, application of the inspection items and the methods required in the Appendix to those
parts other than the major part of the important and critical equipment can be omitted in consideration
of the structure, function and the situation of usage of the said rolling stock.
inspection of the rolling stock of special railways shall be determined pursuant to the stipulations of
the Appendix in consideration of the design and the situation of usage of the said rolling stock.
Inspection Items and Inspection Methods of Important Part Inspections and Whole Inspections
[Explanation]
Items and methods of important part inspections and whole inspections must conform to the contents of
the appendix tables of the Approved Specifications, which are stipulated as the same appendix tables in the
former Rolling Stock Inspection Standards. This is based on the fact that each railway operator implements
such inspections according to the structure and condition of rolling stock in accordance with the former
Railway Operation Rules, the former Shinkansen Railway Operation Rules and the former Rolling Stock
Inspection Standards.
Therefore, in order to secure the safety of rolling stock, each operator is required to develop a standard
conforming to the appendix tables of the Approved Specifications and to document this in the implementing
standards based on the structure, function and operating conditions of rolling stocks.
For the Shinkansen, although “Inspections carried out for Traction Motors, Power Transmission Devices,
Running Gears, Spring Riggings and Brake Devices” were stipulated as the inspections corresponding to the
important part inspections in the former Railway Operation Rules by the former Shinkansen Railway
Operation Rules, the unified Important Part Inspections (“Periodic Inspections for Driving Power Devices,
Running Gears, Brake Devices and Other Main Parts of Rolling Stocks) are stipulated in the present
Technical Standards. However, based on the fact that each railway operator inspects bogies as before
naming the Bogie Inspections, bogie inspections of Shinkansen are allowed to be implemented conforming
to the former inspection contents.
Also, for rolling stock of non-conventional railways and for rolling stock used only for shunting, the
inspections must be stipulated according to the appendix tables of the Approved Specifications as well as
the former Rolling Stock Inspection Standards.
Based on the actual situations that each railway operator is implementing the important part inspections
and the whole inspections at present, it is deemed that inspection items and inspection methods can be
simplified according to the rolling stock to which new technologies are introduced and the actual operating
conditions.
294
Although some examples are indicated as follows, each operator shall decide on the inspection items
and inspection methods based on the structure and operating conditions of rolling stock, and they are not
necessarily applicable to all rolling stock. Also, inspection items and inspection methods cannot be
necessarily simplified for all whole inspections and important part inspections. It is necessary for each
railway operator to stipulate why the inspection periods can be simplified based on the structure of rolling
stock.
[Simplified Examples of Inspection Items, etc]

○ Sealed Bearings
Because sealed bearings are sealed with exclusive grease and are designed to prevent leakage of grease
and invasion of dust or moisture, which might be a cause of bearing damage and deterioration of grease, the
railway operators may implement visual inspections of external appearance and safety of bearings without
dismantling.
○ Gear Case of Driving Device

Dismantling inspections are implemented while wheels are exchanged. However, when wheels are not
exchanged, no dismantling is allowed if the following are implemented:
・overhaul of ground devices;
・confirmation of soil and quantity of lubricating oil;
・confirmation that no alien substance are present on magnetic plugs.
○ Flexible Coupling
Because the structure does not have any wearing parts or lubrication in flexible plate couplings (for
parallel cardan drive devices with hollow shafts) and TD (Toyo Denki) couplings (for solid axles),
no-dismantling inspection is allowed.
※Flexible plate couplings consist of two sets of flexible plates which transmit power regardless of the
relative displacement between the traction motor axle and the little gear axle of the reduction gear.
One is flexible plate couplings (for parallel cardan drive devices with hollow shafts) and the other is
TD couplings (for solid axles).
○ Induction Motor
As there is no contact by the commutator brushes between rotor and stator (different from the direct
current motor), the maintenance of this part is not necessary. No-dismantling inspection is allowed if the
condition of bearings is confirmed by the rotating test and the analysis of grease, etc.
○ One-piece Brake Unit

Compared with former brake units, the modern brake unit is miniaturized has less wearing parts, and
there is little change of mechanical efficiency with age. Also, as each part consists of a water-proof and
dust-proof structure, visual inspections are allowed for the outside appearance and safety without
dismantling. Further, it is necessary to consider the term management for diaphragms in the brake units.
295
(Refer to Rubber Parts.)
○ Engine Itself and Transmission

The conditions of wear, damage, corrosion, etc. of each part of the engine itself and transmission can be
estimated by analyzing the condition of wear particles (quantity, color, shape, element, etc.). When this
technology is applied in the regular and important inspections, and the results of oil analyses suggest that
non-dismantling inspection is acceptable, visual inspections may be conducted to examine the outside
appearance and the safety of each device of the engine itself and transmission.
Also, by confirming the engine’s output, rotational speed, exhaust gas temperature and fuel consumption
rate, or extraordinary sound from the bearing of transmission, etc., non-dismantling inspections can be
conducted for the engine itself and transmission.
※Oil analysis: Fixed quantity ferrography, Analytical ferrography, Luminous spectroscopic analysis
○ Device Composed of Electronic Parts

Devices composed of electronic parts, such as SIV (Static Inverter), brake control devices, safety
equipment, etc. which VVVF (Variable Voltage Variable Frequency) control devices represent, have almost
no mechanical contact or wearing parts. Also, the circuit composition has changed from analog circuits to
digital circuits which do not need adjustment.
Therefore, without dismantling, function and safety can be confirmed by visual inspection.
○ Rubber Parts
For inspection of equipment (*) that uses diaphragms, gaskets, rubber hoses, etc., non-dismantling
inspections are allowed based on the following.
Since April 1997, in order to ascertain the possibility of extending the inspection period, tests
concerning limitation factors have been carried out in Railway Technical Research Institute, and the
following results have been obtained:
1. Diaphragms, Gaskets
(From the report “Material Property Testing and Evaluation of Diaphragms and Gaskets for Rolling
Stock (Electric Railcar)” issued by Railway Technical Research Institute, March 2000)
As the results of performance tests for samples gathered from railway operators in the whole
country, the performance of all tested materials satisfied each indicated value about hardness, tension,
rupture, etc. and indicated good durability within a use period of 10 years. Therefore, diaphragms,
gaskets, etc. (including diaphragms of brake valves, B1 diaphragms, CN1 diaphragms, B1 gaskets, B7
diaphragms and NF3 diaphragms) for electric railcars are considered to have good durability for about
10 years.
2. Rubber Hoses
(From the report “Evaluation of Test Results for Rubber Hoses, Oils and Fats of Rolling Stock
(Electric Railcars)” issued by Railway Technical Research Institute, December 2000)
MR hoses have good durability for a maximum of 9 years (**) and hoses for pantographs have
good durability for a maximum of 12.5 years. However, appropriate usage is necessary as there may
296
be causes of earlier deterioration when used in inappropriate ways, such as fixed in twisted conditions.
Also, as cracks were found on the outside surface of rubber hoses for electric railcars in use for
several years, it is necessary to take appropriate management methods, such as periodic exterior
inspections, when rubber hoses for electric railcars are used for a long time of period.
(*) brake valves, air supply valves and reducing valves, coupling devices of air tubes, air hoses
attached to pantographs
(**) For MR hoses, “the air hoses of a long life type” of which durability of 13 years or more was
confirmed recently, by improvement of the surface rubber and strength improvement of the
reinforcement cloth, are used by some railway operators. (JRIS R 0149 Rolling Stocks－
Weather-proof Air Hoses)
297
Separate Table
(No. 1): Items and Methods for Periodic Inspection (Electric locomotives and trains)
Inspection
Classification Type Inspection Item
Method
I. Running A. Bogies (1) Bogie frame and (a) Deformation, cracks, and/or
Gear, etc. swing bolster corrosion of frame assembly, swing
bolster, equalizer, etc.
(b) Damage or wear of sliding part
Wear
(c) Damage or wear to traction motor
mounting section, gear box. hanger,
swing bolster or swing bolster pin
(d) Damage or wear of tilting roller Defect inspection
(e) Damage or defect of the air
reservoir
(2) Centering plate and (a) Damage or wear of friction
side bracket surfaces
(b) Amount of lubricant
(3) Axle and axle (a) Damage, wear, discoloration and
support device clearance of bearings, etc.
(b) Amount of lubricant and
contamination
(c) Clearance between axle box guard Measurement.
and axle box
(4) Wheels and axles (a) Damage to tread surface of wheel
(b) Shape of wheel Measurement
a: Wheel diameter or tire width
b: Flange thickness and height
c: Back gauge
(c) Damage to axles Defect inspection
(5) Dampening of (a) Spring damage, wear or
suspension deformation
(b) Oil damper function or oil leakage
(c) Air spring height adjustment
valve, differential pressure operating
valve, etc., according to V-B (1)
(6) Damage, Wear, deformation and mounting
deformation or condition of body.
mounting condition of
obstacle deflector or
snow plow.
(7) Sander (a) Damage, wear, deformation and
mounting condition of main unit.
(b) Solenoid valve is according to
IV-B (4)
B. (1) Gears (a) Cracks, deformation, wear,
Propulsion chipped or mounting condition
system (b) Meshing condition
(2) Gear box (a) Wear, deformation and mounting
condition of body
(b)Amount of lubricant and
contamination
(c) Damage and mounting condition
of oil level gauge and magnetic plug
(d) Damage, wear and clearance of
bearings
298
Inspection
Method
I. Running B. (3) Joints (a) Cracks, damage, deformation or
Gear, etc. Propulsion wear of body.
system (b) Amount of lubricant
(4) Grounding device (a)Damage or wear of sliding
surfaces.
(b) Wear, deformation, damage,
pressure or clearance of flange and
brush holder
II. C. Current (1) Pantograph and (a) Damage, deformation or corrosion
Equipment collection attached equipment of mounting frame, main shaft, frame
(Including device assembly tubing, pan head, friction
main plate, etc.
control (b) Wear or deformation of pin or
circuit) bearing section
(c) Functions of supporting device
(d) Damage or corrosion of cylinder,
air piping or air hose
(e) Contamination or damage to
insulators, etc.
(f) Solenoid valve is according to 4-B
(4)
(g) Raising and lowering functions
(h) Insulation characteristics Insulation
resistance test
(2) Current collector (a) Wear or damage to current collect
shoe and supports shoe
(b) Function of movable parts
(c) Deformation, degradation and
mounting condition of body of
supports and dampening rubber.
(d) Damage or wear of pin or bearing
section
(e) Insulation Insulation
resistance test and
dielectric strength
test
B. Traction (1) Motor elements (a) Damage, contamination or
motors (Including armature) discoloration of commutator surface
(Limited to armature)
(b) Damage, wear or deformation of
shaft, fan, etc.
(2) Frame, field, etc. (a) Damage, wear, deformation and
mounting condition of each section
(b) Damage, wear, deformation,
pressure and mounting condition of
brush holder
(c) Damage, fitting condition and oil
feed condition
(3) Assembly test (a) Insulation characteristics Insulation
(b) Rotation function resistance test and
dielectric strength
test
299
Inspection
Method
II. C. Control (1) Line switch (a)Damage or wear of movable or
Equipment circuit (Including breaker) sliding parts
(Including equipment and main contactor (b) Damage, wear, contact pressure
main and mounting condition of contact,
control finger and chip
circuit) (c) Damage and mounting condition
of spark chute.
(d) Solenoid valve is according to
IV-B (4) cylinder is according to
III-(A) (2).
insulation
(f) Mounting condition of each
section.
(g) Function
(i) Wipe of contact and finger
(ii) Linkage operation between
main contact section and auxiliary
contact section
(h) Operation characteristics Measurement
(i) Operating air pressure
(ii) Operation pressure
(2) Cam shaft, cam (a) Damage, wear and mounting
shaft operation condition of cam, cam shaft and star
mechanism control wheel
(including control (b) Damage or wear of movable or
cylinder ) sliding parts
(c) Damage, wear, contact pressure
and mounting condition of contact,
finger and chip
(d) Damage to bearing section
insulation
(f) Solenoid valve is according to
IV-B (4) cylinder is according to
III-(A) (2)
(g) Operating motor is according to II
B. (Excluding dielectric strength test)
(h) Mounting condition of each
section.
(i) Functions
contact section
(iii) Rotation and stop position
(3) Reverser and (a) Damage, wear and mounting
changeover condition of cam, cam shaft and star
wheel
(b)Damage or wear of movable or
sliding parts
(c) Damage, wear, contact pressure
and mounting condition of contact,
finger and chip
(d) Contamination or damage to
insulation
300
Inspection
Method
II. C. Control (3) Reverser and (e) Solenoid valve is according to
Equipment circuit changeover IV-B (d) cylinder is according to
(Including equipment III-B.
main (f) Mounting condition of each
control section.
circuit) (g) Function
contact section
(iii) Changeover
(4) Main controller, (a)Damage or wear of movable or
(including direct sliding parts
controller) (b) Damage, wear, contact pressure
and mounting condition of
contact,finger and chip.
(c) Contamination or damage to
insulation
(d) Mounting condition of each
section
(5) Main resistor (a) Contamination, damage or
including (including deterioration of insulator
field resistor) (b) Damage,
discoloration,deformation and
mounting condition of resistors and
connecting parts.
(c) Mounting condition of each
section
(d) Insulation characteristics Insulation
resistance test
(6) Contactors (Items According to IV-B (3)
other than main
contactor and relay)
(7) Semiconductors for (a) Contamination or damage to
main circuit semiconductor elements, insulation,
heat sink fins, etc.
(b) Mounting condition of each
section
(8) Main circuit (a) Contamination or damage to
semiconductor control semiconductors, etc.
device (b) Mounting condition of each
section
(9) Reactor and filter (a) Contamination or damage of each
section
(b) Insulation characteristics Insulation
resistance test and
dielectric strength
test
301
Inspection
Method
II. D. Main (1) Main transformer (a) Contamination or damage to
Equipment transformer insulators, etc.
(Including and (b) Oil leakage
main attached (c) Insulation characteristics Insulation
control parts Other resistance test and
circuit) attached dielectric strength
devices test (Oil
resistance test
after changing
oil)
(2) Main rectifier (a) Contamination or damage to
insulators, etc.
(b) Oil leakage
(c) Insulation characteristics Insulation
resistance test and
dielectric strength
test (Oil
resistance test
after changing
oil)
(d) Element performance Reverse current
test and
distribution
voltage test
among each
element
(3) Reactor and filter (a) Contamination or damage of each
section.
resistance test and
dielectric strength
test
(4) Tap switch (a) Damage to each section
(b) Switching function
(c) Operation time Measurement
(d) Insulation characteristics Insulation
resistance test and
dielectric strength
test
III. Brake A. (1) Lever, rods, etc. (a) Wear, cracks, deformation of
device Foundation levers and rods
brake (b) Damage or wear of movable or
device sliding parts
(c) Cracks, wear and mounting
condition of brake disc
(2) Brake cylinder, (a) Damage, cracks or wear to inner
including brake surface of cylinder, pistons and rubber
diaphragm bellows
(3) Automatic (a) Damage, wear or deformation
clearance adjustor (b) Function
B. Hand brake device (a) Damage or wear of movable or
sliding parts
(b) Function
302
Inspection
Method
III. Brake C. Air brake (1) Brake (a) Damage or wear of movable or
device control device valve, including sliding parts
brake controller (b) Valve and valve seat contact and
spring damage
(c) Damage, degradation or
deformation of membrane plate or
packing
(d) Electric parts shall be according to
II-C (4)
(2) Control According to III-C (1).
valve
(including relay
valve,
conductor's
valve, etc.)
(3) Solenoid According to III-C (1).
direct controller
and electric/air
controller
(including
converter)
(4) Load According to III-C (1).
compensating
device
IV. A. Auxiliary (1) Electric (a) According to II-B
General power supply power (b) Damage to rectifiers, condensers,
electric devices and generators and etc.
devices auxiliary motors electric (c) Output characteristics (Limited to Measurement
blowers. (Static electric power generators)
inverter) (i) Generated voltage
(ii) Frequency
(2) Electric (a) Contamination or damage to
power insulation
converter (b) Leakage of refrigerant
section.
(d) Insulation characteristics (Except Insulation
semiconductor section) resistance test and
dielectric strength
test
(e) Output Characteristics Measurement
(i) Generated voltage
(ii) Frequency
(3) Storage (a) Corrosion, damage mounting
battery and condition of storage battery unit,
charger jumper, terminals, etc.
(b) Weight and specific gravity of
electrolyte
(c) Mounting condition of charger and
functions
303
Inspection
Method
IV. B. Relays, (1) Auxiliary (a)Damage, discoloration and
General Solenoid valve, resistors deformation of resistor body
electric Wiring (b) Mounting condition
devices (2) Fuses, (a) Contamination or damage of
switches, etc. contact section
(b) Mounting condition
(3) Contactors (a) Contamination or damage to
and relays insulation
(b) Damage or wear of movable or
contact parts
section.
(d) Functions
(4) Solenoid (a) Broken wires or burns on coil
valve (b) Valve and valve seat contact and
valve lift
section.
(d) Functions
(5) Lightning (a) Contamination or damage to
deflector insulators, etc.
(b) Mounting condition
(6) Wiring (a) Damage and mounting condition
of wires, connection boxes and other
attached parts
resistance test
V. General A. Air (1) Air (a) Motors shall be according to II-B.
pneumatic compressors and compressors (b) Damage to crank chamber,
devices attached cylinder, piston, etc.
components and (c) Valve and valve seat contact and
other attached valve lift
devices (d) Damage to propulsion transfer
device
(e) Oil volume, leaking air, leaking oil
(f) Functions
(2) Regulators According to III-C (1).
and switches
(3) Safety valve Valve seat contact
(4) (a)Deterioration of absorbent
Dehumidifier (b) Solenoid valve is according to
IV-B (4)
(c) Discharge valve is according to
V-B (1)
B. Valves, Air (1) Supply air (a) Valve and valve seat contact and
tank, Air piping, valve and spring damage
etc. pressure (b) Damage, degradation or
reduction valve deformation of membrane plate or
packing
(c) Functions
(2) Other (a) According to V-B (1).
valves (b) Electric parts shall be according to
IV-B
(3) Air tank Corrosion and mounting condition of
body and protective hardware
304
Inspection
Method
V. General B. Valves, Air (4) Air piping, (a) Damage and mounting condition
pneumatic tank, Air piping, etc. of air pipe, hose and strainer
devices etc. (b) Opening and closing and
mounting condition of cock
VI. Car A. Underframe Damage, deformation, cracks, or
body and corrosion of beams, hanger beam, etc.
car rooms B. Interior/exterior of car rooms (a) Damage or corrosion of ceiling,
floor, external sheeting, interior
panels, gang plank
(b) Damage and mounting condition
of window, diaphragm, seats, sliding
doors and other amenity parts
(c) Contamination or peeling of paint
C. Roof (a) Damage, deterioration or peeling
of roof covering
(b) Damage, corrosion and mounting
condition of running board,
ventilators, air conditioner covers and
gutters
D. Automatic door (a) Damage, wear, deformation and
operator(Including security device) mounting condition of door operator,
belts, arms, links, rollers and slides
(b) Electric parts for solenoid valves,
door closed switch, door closed
security device shall be according to
IV-B
(c) Leaking air, leaking oil from door
operator, air pipes, etc.
(d) Open/closing operation
E. Lighting (a) Damage and mounting condition
of lights and fixtures
IV-B (3).
VII. Other A. Signal・ (1) Signal Damage, contamination and mounting
devices Communication device, air horn condition of each section.
and public address device,
device including
emergency
notification
device
(2) Damage and mounting condition of
Communication each section.
and public
address device
(Including
security
communication
facilities)
B. Various display devices Damage and mounting condition of
lights, fixtures, etc.
C. Instruments (a) Damage and mounting condition
of body
(b) Function of pressure gauge Measurement
(c) Function of speedometer Measurement
(d) Function of electrical instruments
(voltmeter, ammeter, etc.)
305
Inspection
Method
VII. Other D. Coupler (1) Automatic (a) Cracks, damage, deformation or
devices couplers wear of body, lock, joints, pins, etc.
(Including bar (b) Inner surface distance of elbows
type couplers) and guide arm
(c) Functions Measurement
(2) Buffing and Damage, wear, deformation and
draw gear mounting condition of frame, buffing
spring, follower plate, follower plate
guide
(3) Shank guide Damage, wear, deformation and
mounting condition
(4) Air coupler Damage or degradation of hoses,
packing, etc.
(5) Electric (a) Contamination or damage to body,
coupler insulation, packing, wires, etc.
(b) Function
E. Automatic train (1) Onboard Damage contamination and mounting
stop device, elements and condition
automatic train receptacles
control device, (2) Speed Damage and mounting condition of
train selection detector each section
device (including (Including
automatic train speed
operation device) generator)
(3) Main body, Damage and mounting condition of
logic section each section
and power
supply
(Reciever and
verification
section)
F. Operator (1) Operator Damage and mounting condition of
abnormality train abnormality each section.
stop device and train stop
emergency device
protection device (Deadman
device and EB
device)
(2) Emergency Damage and mounting condition of
protection each section.
device (TE
device)
G. Operating condition recording Damage and mounting condition of
device each section.
306
Inspection
Method
VIII. (a) Mounting condition of each unit of
Overall equipment.
inspection (b) Obstacle deflector and height of Measurement
sander pipe
(c)Operating function of current
collector
(d) Control circuit equipment control
and protection functions
(e) Insulation characteristics of Insulation
electrical circuits (Except circuits resistance test and
used by battery, semiconductor, etc.) dielectric strength
test
(f) Functions of brake device
(g) Leakage of air brake control Measurement
device and general air devices
(h) Capability of compressor and
function of attached devices
(including pressure regulator and
safety valve)
(i) Car body tilt Measurement
(j) Function of automatic door closing
device
(k) Lighting function of lighting
devices
(l) Function of signal, communication
and public address devices
(m) Functions of each display device
(n) Height of coupler Measurement
(o) Operating characteristics and Measurement
functions of automatic train stop
device and automatic train brake
device.
(p) Function of operator abnormality Measurement
train stop device and emergency
protection device
(q) Static wheel load condition
(Limited to trains)
IX Test (a) Starting, accelerating and
operation decelerating performance
(b) Main functions of brake device
(c) Abnormal sounds and swaying
(d) Indication condition of
instruments
(e) Function of automatic train
operation device
(f) Condition of equipment, etc., after
testing
(i) Condition of bearings on
traction motors
(ii) Condition of equipment for
main circuit
(iii) Heat or oil leakage of wheel
axle bearing
(g) Function of operating condition
recording device
307
Separate Table
(No. 2): Items and Methods for Periodic Inspection (Internal combustion engine locomotives and
internal combustion railcars)
Inspection
Method
I. Running A. Bogies (1) Bogie frame (a) Deformation, cracks, and/or
Gear, etc. and swing bolster corrosion of frame assembly, swing
(b)Damage or wear of sliding
surfaces.
(c) Damage or wear to swing bolster
or swing bolster pin.
(d) Damage or defect of the air
reservoir.
(d) Damage or wear of reverser bar
and reduction unit support bar
(2) Centering (a)Damage or wear of friction
plate and bracket surfaces.
(3) Axle box and (a) Damage, wear, discoloration and
axle box support clearance of bearings, etc.
device (b)Amount of lubricant and
contamination.
(c)Clearance between axle box guard Measurement
and axle box.
(4) Wheels and (a) Damage to tread surface of wheel.
axles (b) Shape of wheel Measurement.
(i) Wheel diameter or tire width
(ii) Flange thickness and height
(iii) Back gauge
(c) Damage to axles Measurement.
(5) Dampening (a) Spring damage, wear or
of suspension deformation
valve, etc., according to VI-B(1).
(6) Damage, Wear, deformation and mounting
deformation or condition of body.
mounting
condition of
obstacle
deflector or snow
plow.
(7) Sander (a) Damage, wear, deformation and
mounting condition of main unit.
V-C (3).
308
Inspection
Method
II. A. Locomotive (1) Crank (a) Damage, deformation or wear of
Propulsion main body chamber body.
system (b) Mounting condition, deformation,
stud bolt looseness and thread
condition
(c) Damage to crank bearings and cam
bearings
(d) Gaps between crank bearings and Measurement
cam bearings
(e) Damage or wear of cylinder liner
(f) Protrusion dimension of cylinder Measurement.
liner
(2) Crank shaft (a) Damage, wear or deformation Defect Inspection
(b) Damage, wear or deformation of
vibration absorber joint and gears
(3) Pistons (a)Damage or wear Defect Inspection
(b) Mounting condition of piston rings
(4) Connecting (a) Damage, deformation or wear
rod (b) Wear, contact and mounting
condition of connecting rod bearings
(c) Friction and looseness of
small-end bushing
(d) Bearing clearance of thick end of Measurement
connecting rod
(5) Cylinder head (a) Damage, deformation or wear of Defect
body, combustion chamber and
injection port
(b) Damage, deformation or wear of
each part of the valve devices
(c) Valve and valve seat contact
(6) Action valve (a) Damage, deformation or wear of Defect Inspection
device each part (Limited to cam
(b) Condition of each contact surface shaft)
(c) Valve gap
(7) Adjustment (a) Cracks, deformation, wear,
gear device chipped or mounting condition
(b) Damage, wear and mounting
condition of gears, shafts and bearings
B. Intake and (1) Intake and (a) Damage, corrosion deformation
exhaust device exhaust manifold mounting surface
of intercooler
(2) Supercharger (a) Damage, deformation or wear of
impeller, shaft or bearings
(b) Damage or deformation of main
body or intake and exhaust chambers
(3) Damage, Damage, deformation and mounting
deformation, condition of each part
corrosion and
mounting
condition of
exhaust silencer
pipe and each
part
(4) Air cleaner (a) Damage, corrosion or deformation
and intake pipe of each part
(b) Contamination or damage to filter
309
Inspection
Method
II. C. Fuel devices (1) Fuel tank (a) Damage or corrosion of fuel tank
Propulsion filter and piping and piping
system (b) Contamination or damage to filter
(c) Contamination or damage to oil
level gauge
(d) Damage or deformation of fuel
high-pressure piping
(e) Oil leakage of each part
(2) Fuel injectors (a) Damage, wear and function of
main body
(b) Damage, wear and function of fuel
supply pump
(c) Damage or wear of rack drive
linkage
(3) Fuel injection (a) Damage, wear or oil leakage of
valve nozzles and holders
(b) Spray shape and function of
nozzles
D. Fuel control (1) Speed (a) Damage or oil leakage
device adjuster (b) Function
(2) Fuel control (a) Damage or leakage
device (b) Function
(3) Advancer Damage
(4) Fuel injector (a) Damage
pump drive (b) Injection timing
device
E. Lubricator (1) Lubricant (a) Damage or blockage of oil pan or
valve, pipe and piping
filter (b) Contamination or damage to filter
(c) Damage and function of safety
valve and pressure regulator valve
(d) Oil leakage of each part
(2) Lubricant (a) Damage to body, gears, shaft or
pump bearings
(b) Function
(3) Oil cooler Leakage, contamination or damage to
cooler device.
F. Cooling (1) Water tank, (a) Damage or corrosion of fuel tank
Equipment piping filter and piping
(b) Contamination or damage to water
tank, piping or valve
(c) Contamination or damage to water
level gauge
(d) Water leakage of each part
(2) Water pump Damage, wear and mounting
condition of impeller, gears, shafts
and bearings
310
Inspection
Method
II. F. Cooling (3) Blower (a) Damage, wear and mounting
Propulsion Equipment condition of impeller, gears, shafts
system and bearings
(b) Damage, wear and mounting
condition of drive shaft, joints or
bearing device
(c) Damage, wear and mounting
condition of fluid coupling and
hydraulic transmission.
(d) Functions of brake device
(4) Heat sink Leakage, deformation, corrosion and
mounting condition
(5) Engine (a) Damage, leakage and mounting
pre-heater condition of each section.
(b) Function
(a) Engine starting and stopping
functions
(b) Abnormal noise, vibration, heat or
leakage from each part
(c) Mounting condition and function
of intake/exhaust device, fuel device,
fuel control device, lubricator, cooling
device and electric devices
(d) Operation characteristics Load test and fuel
control test
III. A. Hydraulic transmission (a) Damage or deformation of main
Propulsion body or impeller or guide impeller
transfer (b) Damage or wear to clutch device
device and free oil.
(c) Damage or wear of gears, shaft or
bearings
(d) Damage to piping, valves and
filters
(e) Damage or wear of input/output
shaft coupling
(f) Leakage of each part
B. Propulsion shaft Damage or deformation of shaft, Flaw Inspection
spline or cross joint (Limited to spline
shaft section)
C. Reverser and reduction unit (a) Damage or wear of body, gears,
shaft or bearings
(b) Reverser function
(c) Leakage of each part
IV. Brake A. Foundation (1) Lever, rods, (a) Wear, cracks, deformation of
device brake device etc. levers and rods
sliding parts
(c) Cracks, wear and mounting
condition of brake disc
(2) Brake (a) Damage, cracks or wear to inner
cylinder, surface of cylinder, pistons and rubber
including brake bellows
diaphragm (b) Amount of lubricant
(3) Automatic (a) Damage, wear or deformation of

gap adjuster each part
(b) Function
311
Inspection
Method
IV. Brake B. Hand brake device (a) Damage or wear of movable or
(b) Function
C. Air brake (1) Brake valve (a)Damage or wear of movable or
control device sliding parts
(b) Valve and valve seat contact and
spring damage
packing
V-A (1).
(2) Control valve According to IV-C (1).
(including relay
valve,
conductor's
valve, etc.)
(3) According to IV-C (1).
Electropneumatic
controller
(4) Load According to IV-C (1).
compensating
device
V. General A. Control (1) Main (a) Damage or wear of movable or
electric device controller, sliding parts
devices control circuit (b) Damage or wear of contact, finger
cut out switch, and chip
selection switch (c) Contamination or damage to
insulation
(d) Mounting condition of each
section.
B. Power (1) Engine and (a) Damage or wear of each part
supply devices attached devices (b) Engine starting and stopping
and motors functions
(c) Abnormal noise, vibration, heat or
(d) Mounting condition of
intake/exhaust device, fuel device,
(e) Functions
(2) Generator (a) Damage to each section
(b) Function
resistance test and
dielectric strength
test
(3) Excitation Damage and mounting condition of
regulator each section.
(4) Motors (a) Damage and mounting condition
(Including starter of body
motors) and (b) Function
charger generator (c) Insulation characteristics Insulation
motors resistance test
(5) Charger (a) Mounting condition
regulator (b) Function
312
Inspection
Method
V. General B. Power (6) Battery (a) Corrosion, damage and mounting
electric supply devices condition of jumper, terminals, etc.
devices and motors (b) Weight and specific gravity of
electrolyte
C. Relays, (1) Fuses and (a) Contamination or damage of
Solenoid valve, switches contact section
Wiring (b) Mounting condition
(2) Contactors (a) Contamination or damage to
and relays insulation
contact parts
section.
(d) Functions
(3) Solenoid (a) Broken wires or burns on coil
valve and (b) Valve and valve seat contact and
solenoid valve lift
section.
(d) Functions
(4) Wiring (a) Damage and mounting condition
attached parts
resistance test
VI. General A. Air (1) Air (a) Damage to crank chamber,
pneumatic compressors compressors cylinder, piston, etc.
devices and attached (b) Valve and valve seat contact and
components valve lift
(c) Damage to propulsion transfer
device
(d) Oil volume, leaking air, leaking oil
(e) Functions
(2) Pressure According to IV-C (1).
regulator and
pressure switch,
etc.
(3) Safety valve Valve seat contact
(4) Dehumidifier (a) Deterioration of absorbent
V-C (3)
(c) Discharge valve is according to
VI-B (1).
B. Valves, Air (1) Supply air (a) Valve and valve seat contact and
tank, Air piping valve and spring damage
pressure (b) Damage, degradation or
reduction valve deformation of membrane plate or
packing
(c) Functions
(2) Other valves (a) According to VI-B (1).
(b) Electric parts shall be according to
V-C.
body and protective hardware
313
Inspection
Method
VI. General B. Valves, Air (4) Air piping, (a) Damage and mounting condition
pneumatic tank, Air piping etc. of air pipe, hose and strainer.
devices (b) Opening and closing and mounting
condition of cock
VII. Car A. Underframe Damage, deformation, cracks, or
panels, gang plank
of window, diaphragm, seats, sliding
doors and other amenity parts
(c) Contamination or peeling of paint
of roof covering
condition of running board,
ventilators, air conditioner covers and
gutters
D. Automatic door operator (a) Damage, wear, deformation and
(Including door security device) mounting condition of door operator,
belts, arms, links, rollers and slides
V-B.
E. Lighting (a) Damage and mounting condition
of lights and fixtures
V-C (2).
VIII. Other A. Signal・ (1) Signal Damage, contamination and mounting
devices Communication device, air horn condition of each section.
and public device, including
address device emergency
notification
device
and public
address device
(Including
security
communication
facilities)
of body
(b) Function of pressure gauge Measurement.
(c) Function of speedometer Measurement.
314
Inspection
Method
VIII. Other D. Coupler (1) Automatic (a) Cracks, damage, deformation or
devices couplers wear of body, lock, joints, pins, etc.
(Including bar (b) Inner surface distance of elbows Measurement.
type couplers) and guide arm.
(c) Functions
(2) Buffer device Damage, wear, deformation and
mounting condition of frame, buffing
guide
mounting condition
(4) Pneumatic Damage or degradation of hoses,
coupler packing, etc.
(b) Function
E. Automatic (1) Onboard Damage, contamination and mounting
train stop element condition
device (2) Receiver Damage and mounting condition of
each section.
F. Operator (1) Operator Damage and mounting condition of
abnormality abnormality train each section.
train stop stop device
device and (Deadman device
emergency and EB device)
protection (2) Emergency Damage and mounting condition of
device protection device each section.
(TE device)
IX. Overall (a) Mounting condition of each unit of
inspection equipment.
(b) Obstacle deflector and height of Measurement.
sander pipe
(b) Engine starting and stopping
functions
(d) Functions of brake device
(e) Insulation characteristics of Insulation
electrical circuits (Except circuits used resistance test and
by battery, semiconductor, etc.) dielectric strength
test
(f) Leakage of air brake control device Measurement.
and general air devices
(g) Capability of compressor and
function of attached devices
(including pressure regulator and
safety valve)
(h) Car body tilt Measurement.
(i) Function of automatic door
operator
(j) Lighting function of lighting
devices
(k) Function of signal, communication
(l) Functions of each display device
(m) Height of coupler Measurement.
315
Inspection
Method
IX. Overall (n) Operating characteristics and Measurement.
inspection functions of automatic train stop
device.
(o) Function of operator abnormality Measurement.
train stop device and emergency
protection device
(p) Static wheel load condition
(Limited to trains)
X. Test (a) Starting, accelerating and
(b) Operating condition of engine
(c) Main functions of brake device
(d) Abnormal sounds and swaying
(e) Indication condition of instruments
(f) Condition of equipment, etc., after
testing
(i) Leakage of each engine part
(ii) Heat or oil leakage of wheel
axle bearing
(e) Function of operating condition
recording device
316
Separate Table
(No. 3): Items and Methods for Periodic Inspection (Steam locomotives)
Inspection
Method
I. Running A. Main frame (a) Wear, cracks or looseness
Gear, etc., (b) Cracks or looseness of boiler base,
Car body, coal box, cross stay, boiler body
etc. support, etc.
(c) Wear, cracks and looseness of
axle box guard and axle box guard
cover brace
(d) Difference in centerline distance Measurement
between left and right cylinders
B. Intermediate buffer (a) Wear, cracks, deformation of
buffer seat and bracket
(b) Wear or cracks of head, slider or
spring
(c) Wear, cracks, deformation of
intermediate draw bar
C. Bogie frames Cracks and looseness of frame
assembly and attached parts
D. Center pin Wear, cracks or clearance of lead
bogie center pin and center pin guide
E. Centering plate and bracket (a) Damage or wear of friction
surfaces.
F. Centering device Wear or cracks on roller, roller frame,
shaft retainer, swing bolster, swing
heart block, heart block bracket, link
and centering rod.
G. Drive wheel axle box (a) Wear or cracks to axle box, axle
box wedge, axle box wedge bolt or
oil pan.
(b) Mounting condition of drive
wheel
(c) Clearance between bracket Measurement
hardware and journal
H. Axle box and axle box guard (a) Damage, wear, discoloration and
clearance of bearings, etc.
contamination.
(c) Clearance between axle box guard Measurement
and axle box.
I. Wheels and axles (a) Damage to tread surface of wheel.
(b) Shape of wheel Measurement
(i) Wheel diameter or tire width
(ii) Flange thickness and height
(iii) Back gauge
(3) Damage to axles Flaw inspection
J. Spring device (a) Spring damage, wear or
deformation
(b) Wear and deformation of spring
hanger, spring center hanger,
equalizer beam, spring seat and
spring housing
(c) Wear or deformation of pin or
bushing
(d) Damage of secondary spring
hanger pin
317
Inspection
Method
I. Running K. Obstacle deflector Wear, deformation and mounting
Gear, etc., condition of body.
Car body, L. Sander (a) Damage, wear, deformation and
etc. mounting condition of main unit.
M. Rail water sprinkler Leakage for cocks, pipings or joints
N. Underframe Deformation, wear, cracks or
looseness of underframe
O. Water tank Corrosion, cracks, mounting
condition and leakage
II. A. Boiler (1) Fire box (a) Corrosion, cracks, blistering or
Propulsion and attached scale on the fire box exterior plate,
system devices rear plate, throat plate, inner fire
chamber, ceiling plate and fire
chamber pipe plate.
(b) Heavy corrosion, cracking or
blistering of plates
(c) Cracks or deformation of base
plate
(d) Leaking air or damage of arch
pipe
(2) Braces (a) Leaking air or damage
(b) Clogging or damage of telltale
hole
(3) Chimney Corrosion, cracks, or leakage Water Pressure
Test
(4) Melt-activated Wear or leakage of threaded sections
plug
(5) Washer port Leakage of threaded sections
plug
(6) Boiler body (a) Corrosion, cracks, or leakage of
body plates
(b) Corrosion, cracks, or leakage of
each steam pipe
(7) Smoke Chamber (a) Damage, deformation or corrosion
of smoke chamber front plate, smoke
chamber door or smoke chamber
body
(b) Sealing condition of door
(c) Air leakage from discharge pipe
and penetrating sections of the main
steam pipe
(d) Corrosion, cracks, blistering or
leakage of smoke chamber pipe plates
(e) Looseness of discharge nozzle
(f) Corrosion or damage to spark
guard
(g) Damage and mounting condition
of blower nozzle and blower pipe
(h) Looseness, cracks, or leakage of
each superheater pipe header and
main steam pipe
(g) Corrosion, cracks, or leakage of Water Pressure
each superheater pipe Test
318
Inspection
Method
II. A. Boiler (8) Control valve (a) Wear, mating, gaps, lift and
Propulsion and attached opening/closing operations of main
system devices body, main valve, auxiliary valve, etc.
(b) Wear or leakage of control valve
pull rod in fitted insert section of
steam distribution chamber
(c) Valve lift operation
(9) Safety valve (a) Wear, cracks, or gaps in main
body or valve
(b) Wear or damage to valve push rod
end
(10) Water supply Wear or damage to main body or
control valve and valve
blow off valve
(11) Injector Wear or damage to main body, steam
valve, check valve, nozzle or cock
(12) Stop valve and Wear or cracks to main body or valve
cock
(13) Gauge cock (a) Wear or damage to upper cock
body, lower cock body, discharge
cock body, cock plug or nut
(b) Contamination or leakage of glass
(14) Stud bolt Damage, looseness wear or leakage
(15) Firebox door (a) Damage or deformation of firebox
opening frame, firebox door bracket,
etc.
(b) Damage to attached parts
(16) Grate Damage or deformation
equipment
(17) Ash box (a) Wear, deformation and sealing
condition
(b) Condition of ash flow device
Condition of plate and leakage of Water Pressure
chimney, brace, bottom frame, steam Test
dome and attached parts
B. Cylinder (1) Cylinder (a) Looseness and cracks of main
and its body
attached (b) Damage of inner wall and
parts looseness of bushing
(c) Looseness, cracks, or wear of
cover
(2) Bypass pipe (a) Wear or cracks of cylinder or
piston
(b) Wear or of spring or piston
(3) Bypass cock Wear, cracks or mating of cylinder or
piston
(4) Cylinder safety (a) Wear or cracks to valve body or
valve valve
(b) Wear or damage to push rod end
(c) Spring damage
(5) Cylinder drain Wear, cracks, or opening/closing
cock operation of main body or valve
(6) Air piping (a) Wear or cracks to body or valve,
valves etc.
(b) Damage to cover or screen
319
Inspection
Method
II. B. Cylinder (7) Pistons (a) Gaps, wear, deformation or
Propulsion and its damage to piston rod or piston body
system attached (b) Sealing condition of taper section
parts of piston rod and contact section of
cock
(c) Cracks, wear or deformation of
main body of lead rod support ,
receiver and wedge
(8) Steam chamber (a) Wear or damage of valve seat and
interior wall of bushing
(b) Looseness of cover
(9) Oil pump (a) Wear or damage of main body,
slider cylinder or crank shaft
(b) Wear or damage of oil feeder
valve body, plunger or piston
(c) Damage to gear box, gears,
control screw, check valve, etc.
(d) Damage to each part of propulsion
transfer device
(10)Monitor Oil Damage to steam stop valve, oil
Feeder control valve, oil nozzle, etc.
C. Valve (1) Slide valve and (a) Wear or cracks to slide valve, strip
device pistons or equalizer plate
(b) Wear, cracks, deformation or gaps
in valve frame or valve center rod
(c) Mounting condition of valve
center rod, gaps between main body
and steam chamber bushing
(d) Wear, damage or deformation of
piston valve body and valve center
rod
(e) Gaps in ring fitting
(f) Looseness in ring stop screw
(2) Link device (a) Wear or deformation of valve
center rod cross head or valve center
rod cross head slider
(b) Wear or deformation of control
ring or control ring slider
(c) Wear or deformation of return
crank
(d) Wear or deformation of reverse
screw and reverse screw slider
(e) Wear, damage or deformation of
eccentric rod, radial rod, combination
lever, link ring, reverser shaft,
reverser rod, etc.
(f) Wear or damage of eccentric
bushing
(g) Mounting condition of bolts
(h) Wear or damage to pins
320
Inspection
Method
III. A. Cross heads (a) Wear or damage of main body,
Propulsion slider cylinder or cross head pin, etc.
transfer (b) Gap between cross head slider
device hardware and slider rod
(c) Reciprocal sealing among cross
head pin hole, cross head pin tapered
section and wedge bushing
(d) Mounting condition of cross head
B. Slider rod (a) Damage or wear of body
(b) Cracks on slider rod bracket
(c) Mounting condition of slider rod
C. Main link rod (a) Deformation or cracks of main
body
(b) Wear of fitting sections of bracket
hardware
(c) Sealing condition of frame or
wedge
D. Coupler rod (a) Deformation or cracks of main
body
(b) Wear of fitting hole or forked
section
E. Knuckle pin (a) Deformation or damage of main
body
(b) Reciprocal sealing among coupler
rod knuckle pin hole, elbow pin
tapered section or wedge ring
F. Crank pin (a) Looseness, wear, damage or Measurement
deformation of main body
(b) Crank pin deviation
IV. Brake A. (1) Levers, Rods, (a) Wear, cracks, deformation of
device Foundation etc. levers and rods
brake device (b) Damage or wear of movable or
sliding parts
(2) Brake cylinder (a) Damage, cracks or wear to inner
surface of cylinder, pistons
B. Hand brake device (a) Damage or wear of movable or
sliding parts
(b) Function
C. Air brake (1) Brake valve (a) Damage or wear of movable or
spring damage
packing
(2) Air compressors (a) Wear or damage of steam
cylinder, air cylinder, piston, etc.
(b) Gap between cylinder and piston
(c) Wear or damage to steam
chamber, steam valve, reverser valve,
reverser rod, air valve, etc.
(d) Oil volume, leaking air, leaking
oil
(3) Regulator According to IV-C (1).
321
Inspection
Method
IV. Brake C. Air brake (4) Supply air valve According to IV-C (1).
device device and pressure
reduction valve
(5) Distribution According to IV-C (1).
valve
body or protective hardware
(7) Air piping, etc. (a) Damage and mounting condition
of air pipe, hose or strainer.
(b) Opening and closing and
D. Steam brake device (a) Wear of inner wall of cylinder,
piston, piston ring and piston rod and
damage to spring
(b) Air leakage or wear at brake valve
and valve seat
V. Other A. Whistle Damage, contamination and
devices mounting condition of each section.
each section.
of body
(c) Function of speedometer Measurement
(d) Function of speedometer
D. Coupler (1) Automatic (a) Cracks, damage, deformation or
coupler wear of body, lock, joints, pins, etc.
(b) Inner surface distance of elbows Measurement
and guide arm.
(c) Functions
guide
mounting condition
(5) Water supply Damage or degradation of hoses,
hose packing, etc.
E. (1) Onboard Damage, contamination and Damage,
Automatic element mounting condition contamination and
train stop mounting
device condition
(2) Main body of Damage and mounting condition of
receiver, logic each section.
section, power
supply section
322
Inspection
Method
V. Other F. Lighting devices (a) Wear or damage turbine frame,
devices shaft, bearing, roller wheels, speed
adjuster, piston valve, valve cage, etc.
(b) Wear or damage to generator
frame, cover, bearings, armature field
coil
(c) Wear, damage or looseness of
brushes, brush holders and
commutator surface
(d) Rotating characteristics Rolling test
(e) Contamination, damage and
mounting condition of fixtures,
globes, lenses, reflector mirrors,
receptacles and switches
(f) Damage and mounting condition
attached parts
(g) Insulation characteristics Insulation
resistance test
VI. Overall (a) Mounting condition of each unit
inspection of equipment.
(b) Car body tilt Measurement
(c) Height of obstacle deflector, Measurement
sander pipe and rail water sprinkler
(d) Condition of fired equipment, etc.
(i) Function of boiler safety valve
and sealing
(ii) Mounting condition of injector
and air leakage of pipe joints
(iii) Injector temperature and action
of water leveler and water filler
(iv) Action of bypass pipe
(v) Air leakage of bypass valve air
piston
(vi) Mounting condition of reverser
(vii) Air leakage of cylinder and Measurement
steam chamber
(e) Leakage of air brake control
device
(f) Functions of brake device
(g) Capability of compressor and
function of regulator
(h) Function of whistle
(i) Function of each display device Insulation
resistance test
(j) Insulation characteristics of Measurement
electrical circuits (Except circuits
used by battery, semiconductor, etc.)
(k) Height of coupler
(l) Operating characteristics and
functions of automatic train stop
device.
(m) Lighting function of lighting
devices
323
Inspection
Method
VII. Test (a) Starting, accelerating and
(b) Condition at time of cutoff
(c) Combustion condition during air
feeder operation, air flow condition
and pressure elevation functions of
the steam
(d) Air and water supply and air
leakage at piston rod packing
(e) Main functions of brake device
(f) Abnormal sounds and swaying
(g) Indication condition of
instruments
(h) Heat or leakage of bearings and
movable parts after test operation
(i) Function of operating condition
recording device
324
Separate Table
(No. 4): Items and Methods for Periodic Inspection (Passenger cars, freight cars and baggage cars)
Inspection
Method
I. Running A. Bogies (1) Bogie frame (a) Deformation, cracks, and/or
Gear, etc. and swing bolster corrosion of frame assembly, swing
(b) Damage or wear of sliding
surfaces
(c) Damage or wear to swing bolster
or swing bolster pin.
(d) Damage or defect of the air
reservoir
(2) Centering plate (a) Damage or wear of friction
and bracket surfaces.
(3) Axle box (a) Damage, wear, discoloration and
support and xxx clearance of bearings, etc.
contamination.
(c) Clearance between axle box guard Measurement
and axle box.
(4) Wheels and (a) Damage to tread surface of wheel.
axles (b) Shape of wheel Measurement
a: Wheel diameter or tire width
b: Flange thickness and height
c: Back gauge
(3) Damage to axles Defect Inspection
(5) Dampening of (a) Spring damage, wear or
suspension deformation
valve, etc., according to IV-B (1).
II. Brake A. Foundation (1) Levers, Rods, (a) Wear, cracks, deformation of
device brake device etc. levers and rods
sliding parts
(2) Brake cylinder, (a) Damage, cracks or wear to inner
including brake surface of cylinder, pistons and rubber
diaphragm bellows
(3) Automatic gap (a) Damage, wear or deformation of
adjuster each part
(b) Function
B. Manual brakes (including foot (a) Damage or wear of movable or
brakes) sliding parts
(b) Function
C. Air brake (1) Control valve (a) Damage or wear of movable or
control device (including relay sliding parts
valve, conductor's (b) Valve and valve seat contact and
valve, etc.) spring damage
packing
(2) Load According to II-C (1)
compensating
device
325
Inspection
Method
III. A. Power (1) Axle generator (a) Damage and mounting condition
General supply devices device of each section.
electric and motors (b) Function
devices (c) Insulation characteristics Insulation
resistance test
(2) Engine and (a) Damage or wear of each part
attached devices (b) Engine starting and stopping
functions
(c) Abnormal noise, vibration, heat or
(d) Mounting condition of
intake/exhaust device, fuel device,
(e) Functions
(3) Generator and (a) Damage to each section
electric blower (b) Function
resistance test and
dielectric strength
test
(4) Excitation Damage and mounting condition of
regulator each section.
(5) Auxiliary (a) Mounting condition
transformer (b) Insulation characteristics Insulation
resistance test and
dielectric strength
test
(6) Rectifier (a) Mounting condition of each
(Including charger section.
device) (b) Function
resistance test
(7) Battery (a) Corrosion, damage and mounting
condition of jumper, terminals, etc.
(b) Weight and specific gravity of
electrolyte
B. Relays, (1) Fuses, (a) Contamination or damage of
Solenoid valve, switches, etc. contact section
Wiring (b) Mounting condition
(2) Contactors and (a) Contamination or damage to
relays insulation
contact parts
section.
(d) Functions
(3) Solenoid valve (a) Broken wires or burns on coil
valve lift
section.
(d) Functions
326
Inspection
Method
III. B. Relays, (4) Wiring (a) Damage and mounting condition
General Solenoid valve, of wires, connection boxes and other
electric Wiring attached parts
devices (b) Insulation characteristics Insulation
resistance test
IV. A. Air (1) Air (a) Motors shall be according to II-B
General compressors compressors (b) Damage or wear of each part
pneumatic and attached (c) Oil volume, leaking air, leaking oil
devices components (d) Functions
(2) Regulator and (a) Damage or wear of each part
safety valve (b) Function
B. Valves, Air (1) Pressure (a) Valve and valve seat contact and
tank, Wiring, reduction valve, spring damage
etc. etc. (b) Damage, degradation or
packing
(c) Functions
(2) Other valves (a) According to IV-B (1)
III-B.
(3) Air tank Corrosion or mounting condition of
body or protective hardware
(4) Air piping, etc. (a) Damage and mounting condition
of air pipe, hose or strainer.
(b) Opening and closing and
V. Car A. Underframe (a) Damage, deformation, cracks, or
panels, gang plank
of window, diaphragm, seats and
other amenity parts
(c) Damage and mounting condition
of sliding doors, folding doors, hinged
doors, locks, etc.
(d) Contamination or peeling of paint
(e) Damage, corrosion or mounting
condition of tank and its other devices
and equipment
of roof covering
condition of ventilators, air
conditioner covers and gutters
D. Automatic door operator (a) Damage, wear, deformation and
(Including door security device) mounting condition of door operator,
arms, links, rollers and slides
III-B.
327
Inspection
Method
V. Car E. Lighting devices (a) Damage and mounting condition
body and of lights and fixtures
car rooms (b) Solenoid valve is according to
III-B (2).
VI. Other A. Signal, (1) Signal device, Damage, contamination and mounting
devices Communication including condition of each section.
and public emergency
address device notification device
and public address
device
of body
(c) Function of electrical instruments
D. Coupler (1) Automatic (a) Cracks, damage, deformation or
Coupler wear of body, lock, joints, pins, etc.
(b) Inner surface distance of elbows
and guide arm.
(c) Functions Measurement
guide
mounting condition
(b) Function
E. Container locking device Damage, wear, deformation and
mounting condition of each unit.
VII. (a) Mounting condition of each unit of
Overall equipment.
inspection (b) Leakage of air brake control Measurement
device and general air devices
(c) Functions of brake device
(d) Insulation characteristics of Insulation
electrical circuits (Except circuits resistance test and
used by battery, semiconductor, etc.) dielectric strength
test
(e) Car body tilt and side bearing gap Measurement
(f) Function of automatic door closing
device
(g) Lighting function of lighting
devices
(h) Function of signal, communication
(i) Function of each display device
(j) Height of coupler Measurement
328
Inspection
Method
VII. (k) Wheel load condition (on freight Measurement
Overall cars and baggage cars, this is limited
inspection to two-axle rolling stock using bogies
with bogie frames having the same
level of high torsional rigidity as
passenger cars).
VIII. Test (a) Abnormal sounds or swaying
operation (b) Heat or oil leakage of wheel axle
bearing after testing
329
○ Interpretation of Attached Table "Periodic Inspection of Rolling Stock" for Notice of Approved
Railway rolling stock are directly related to transport. Breakdowns not only affect transport, they also
adversely affect the service provided to the passengers and the owners of the freight. Therefore,
high-levels of reliability are required. In order to sustain this high level of reliability, when rolling stock
such as railway cars are used over extended periods of time, it is important that the stipulated functions are
maintained by ongoing inspection, repair and replacement, etc., as necessary. This means not only taking
effective countermeasures during the design and manufacturing stages, it also means taking the conditions
of usage of the rolling into consideration and adapting a policy of maintaining and reviving these functions.
In the past, the contents and inspection periods were stipulated by the former Operating Regulations for
Railways and the former Operating Regulations for Shinkansen. With the fundamental amendment of the
Ministerial Ordinances dated December 25, 2001, the inspection periods were stipulated by notice, and the
methods of inspection were provided in attached tables to the Approved Model Standard to enable
compatibility with the various technologies.
The inspection methods shown in the attached tables of the Approved Model Standard take into
consideration that the railway operators will be performing the periodic inspections on an on-going basis
and in order to avoid confusion with the revised Ministerial Ordinance, they basically follow the former
railway rolling stock inspection criteria.
Accordingly, these tables attached to the Approved Model Standard will serve as the standard for
determining the implementation criteria when using the previous inspection intervals and methods to
maintain and restore the functions of rail cars. However, this shall not apply to inspection periods and
methods that are not related to the rolling stock structures or devices, or when the latest technology, etc. of
the railway operator enables restrictions. New inspection cycles and methods are to be those for which the
operator has addressed ensuring sustainable safety. (Refer to Paragraph 405 "Regarding the following
inspection periods in the proviso.")
330
(No. 1): Items and Methods for Periodic Inspection (Electric locomotives and trains)
Interpretation (○: This mark indicates
common items )
I. A. (1) Bogie (a) Deformation, cracks, or corrosion ○ Based on the type of bogie, the
Running Bogies frame and of frame assembly, swing bolster, operating conditions of the train and
Gear, swing bolster equalizer, etc., running conditions, inspect the bogie
etc. (b) Damage or wear of sliding part frame, swing bolster, travtive device,
(c) Damage or wear of traction motor etc., for deformation, cracks, corrosion
mounting section, support of gear case or damage.
hanger, swing bolster hanger and ・ Inspect sliding parts for damage or
swing bolster pin wear.
(d) Damage or wear of tilting roller ・ On the tilting bogie, perform a flaw
(e) Damage or defect of air reservoir detection test on the tilting rollers that
directly receives the weight of the
carbody in order to assess the extent of
any damage.
(2) Center (a) Damage or wear of friction ・ Inspect the sliding parts that receive
plate and side surfaces the car body weight for damage or
bearer (b) Amount of lubricant wear.
・ On parts that use lubricant, check
that the amount of lubricant is
appropriate.
(3) Axle box (a) Damage, wear, discoloration and ○ Inspect the condition of the axle
and axle box clearance of bearings, etc. bearings and check that the amount of
suspension (b) Contamination and amount of lubricant is appropriate in order to
lubricant prevent heat from a defective bearing
(c) Clearance between axle box guide from causing an axle to break, resulting
and axle box in a major accident such as a
derailment.
・ On pedestal type bogies, make sure
that the amount of clearance between
the axle box guide and the axle box is
proper since this will affect curving
performance, hunting motion and
wheel unloading, etc., due to axle box
sticking.
(4) Wheels (a) Damage to tread surface of wheel ○ From the standpoint of preventing
and axles (b) Profile of wheel abnormal vibration and hunting
a: Wheel diameter or tire thickness motion, inspect the tread for damage
b: Flange thickness and height and measure the profile of the wheels.
c: Back gauge ○ Perform flaw detection to check the
(c) Damage to axles condition of axles since the damage to
a wheel set can cause a broken axle that
could result in a major accident such as
a derailment.
331
common items )
I. A. (5) Spring (a) Spring damage, wear or ○ The reduction of damping force due
Running Bogies rigging and deformation to air leakage or oil damper leakage
Gear, dampimg (b) Oil damper function or oil leakage that has been caused by a broken metal
etc. device (c) Level controlling valve and spring or damaged air spring will result
differential pressure valve of air in the loss of vibration damping action
spring, etc., shall be according to V-B from the bogie to the car body. As
(1). this increased vibration can cause car
body components to fail and lead to
inferior ride quality, inspect springs
and other damping devices for damage,
wear, deformation and leakage as well
as check the function of the oil
dampers.
・ Perform an inspection of valves for
the air spring in order to prevent
abnormal car body tilting or impeding
with the rolling stock gauge.
(6) Obstacle Damage, deformation and mounting ○ As obstacle deflectors and snow
deflector and condition of main body. plows are extremely close to the
snow plow. bottom section of the rolling stock
gauge, there is potential for contact
with gravel, etc., which could result in
these items falling off because of
damage, etc., Therefore, inspection
for damage and deformation to the
main body and checking of the
mounting condition is conducted.
(7) Sanding (a) Damage, wear, deformation and ○ The sanding device is mounted to the
device mounting condition of main unit. bogie frame and can be affected by
(b) Solenoid valve is according to vibration. In addition, as it is
IV-B (4) mounted near the rolling stock gauge
of the carbody, there is the danger that
the sanding device could become an
obstruction if it becomes deformed.
Therefore, inspection for damage to the
main body and checking the mounting
condition of the sanding device is
conducted in order to prevent the
sanding device from falling off and to
prevent it from interfering with the
rolling stock gauge. The solenoid
valve is also inspected. If it is defected
and sand cannot be spread, the train
may not be able to climb a steep
gradient.
B. (1) Gears (a) Cracks, deformation, wear, ○ Improper meshing of the large and
Driving chipped loss or mounting condition small gears that convey the torque
device (b) Meshing condition from the traction motors to the gear
box could induce damage or abnormal
wears. Therefore, inspection of the
meshing of the large and small gears is
conducted.
・ As metal particles from damage or
wear of the gears could cause seizure
or burn-off of the bearings, inspection
is made for cracks, deformation, wear,
chipped loss and a check is made of
the mounting condition.
332
common items )
I. B. (2) Gear box (a) Wear, deformation and mounting ○ If lubricant leaks from the gear box
Running Driving condition of body or if the gap of the axle bearing is
Gear, etc. device (b) Amount of lubricant and inappropriate, insufficient lubrication
contamination may cause the bearings to burn or the
(c) Damage and mounting condition gear to damage. Therefore,
of oil level gauge and magnetic plug inspection is made of the gear box
(d) Damage, wear and clearance of body, lubricant, lubricant level gauge,
bearings magnetic plug and condition of the
bearings.
(3) Coupling (a) Cracks, damage, deformation or ○ Couplings transmit the torque from
wear of body. the traction motor to the gear box as
(b) Amount of lubricant well as absorb the relative
displacement occurring between the
traction motor and wheel sets. Since
a large load being mechanically
applied could cause the damage that
prevents traction force from being
transmitted, inspection is made for
cracks in the main body, damage,
deformation, friction and the amount
of lubrication.
(4) (a)Damage or wear of sliding ○ The grounding device has been
Grounding surfaces. installed to ground the electric circuit
device (b) Wear, deformation, damage, directly to the wheel set as well as
pressure or clearance of brush and prevent electrical corrosion of the
brush holder wheel axle bearings, gear face, etc.
In order to assess the extent of brush
sticking, which can cause defective
grounding, inspect the sliding
surfaces, the brushes and brush
holders.
II. A. (C.) (1) (a) Damage, deformation or corrosion ○ As the pantograph must have good
Traction Current Pantograph of mounting frame, main shaft, frame tracking characteristics and as the
equipment collector and attached assembly tubing, pan head, contact raising and lowering operations, etc.,
(Including equipment strip, etc. must be consistently performed,
main (b) Wear or deformation of pin or inspect the condition of the
control bearing section underframe, main shaft, frame
circuit) (c) Functions of supporting device assembly piping and bearings. Also
(d) Damage or corrosion of cylinder, check the amount of wear of the
air piping or air hose contact strip, pins, etc. In addition, in
(e) Contamination or damage to addition to checking the raising and
insulators, etc. lowering functions, conduct an
(f) Solenoid valve is according to 4-B insulation resistance test on the
(4) insulation characteristics.
(g) Raising and lowering functions
(h) Insulation characteristics
(2) Current (a) Wear or damage to current ○ For current collector shoes and
collector shoe collector shoe current collector shoe support, inspect
and supports (b) Function of movable parts for damage and check its mounting
(c) Deformation, degradation and condition. In addition, inspect wearing
mounting condition of body of parts for the condition of the wear.
supports and dampening rubber. Moreover, for insulation
(d) Damage or wear of pin or bearing characteristics, perform insulation
section resistance test and dielectric strength
(e) Insulation test.
333
common items )
II. B. (1) Armature (a) Damage, contamination or ・ For DC motors, inspect the
Traction Traction (Including discoloration of commutator surface commutator surface as the
equipment motors rotor) (Limited to armature) commutator may become defective if
(Including (b) Damage, wear or deformation of the surface of the commutator is
main shaft, fan, etc. rough. Moreover, inspect the
control condition of the shaft, fans, etc.
circuit) ・ For induction motors, as there is no
commutator surface, inspect the
condition of the shaft, fans, etc.
(2) Frame, (a) Damage, wear, deformation and ○ Since the breakdown of the
field, etc. mounting condition of each section insulation over time is to be expected,
(b) Damage, wear, deformation, inspect the condition of the coil and
pressure and mounting condition of check each part for contamination.
brush holder Moreover, (as the load on) for the
(c) Damage, fitting condition and oil bearings under large load, inspect the
feed condition fitting condition.
・ For DC motors, the clearance
between the brush holder and
commutator surface and the spring
pressure of the brush holder must be
properly maintained in order to
ensure a good commutator condition.
(a) Insulation characteristics ○ In order to confirm the insulating
(Insulation resistance test and condition of a single traction motor,
dielectric strength test) perform an insulation resistance test
(b) Rotating function and a dielectric strength test. In
addition, perform a rotating test to
confirm that there are no
abnormalities.
C. Control (1) Line (a)Damage or wear of movable or ○ For the circuit breakers for the
circuit breaker sliding parts high-speed current limiter, inspect the
equipment (Including (b) Damage, wear, contact pressure moving parts, contactor, spark chute,
circuit and mounting condition of contact, etc., as well as check the functions
breaker ) and finger and chip and operational characteristics.
main (c) Damage and mounting condition
contactor of spark chute.
(d) Solenoid valve is according to
IV-B (4). cylinder is according to
III-A (2).
insulation
section.
(g) Function
contact section
(h) Operation characteristics
(i) Operating air pressure
(ii) Operation pressure
334
common items )
II. C. Control (2) Cam (a) Damage, wear and mounting ○ Inspect the cam, cam shaft, star
Traction circuit shaft, cam condition of cam, cam shaft and star wheel and moving parts and the
equipment equipment shaft wheel sliding parts as well as check their
(Including operation (b) Damage or wear of movable or operating condition in order to ensure
main mechanism sliding parts normal switching of the main circuits
control (including (c) Damage, wear, contact pressure for the cam shaft operation
circuit) control and mounting condition of contact, mechanism, reverser, etc.
cylinder ) finger and chip
(d) Damage to bearing section
insulation
(f) Solenoid valve is according to
IV-B (4). cylinder is according to
III-A (2)
(g) Operating motor is according to
II-B. (Excluding dielectric strength
test)
(h) Mounting condition of each
section.
(i) Functions
contact section
(iii) Rotation and stop position
(3) Reverser (a) Damage, wear and mounting ○ Inspect the cam, cam shaft, star
and condition of cam, cam shaft and star wheel and moving parts and the
changeover wheel sliding parts as well as check their
device (b) Damage or wear of movable or operating condition in order to ensure
sliding parts normal switching of the main circuits
(c) Damage, wear, contact pressure for the cam shaft operation
and mounting condition of contactor, mechanism, reverser, etc.
finger and chip
(d) Contamination or damage to
insulation
(e) Solenoid valve is according to
IV-B (d) cylinder is according to
III-B.
section.
(g) Function
contact section
(iii) Changeover
335
Interpretation (○: This mark
indicates common items )
II. C. Control (4) Main (a) Damage or wear of movable or ・ As this is the device that sends
Traction circuit controller, sliding parts commands to the controller, a
equipment equipment (including direct (b) Damage, wear, contact defective contact, etc., could cause
(Including controller) pressure and mounting condition deficient acceleration or failure of
main of contact, finger and chip. starting. Therefore, inspect the
control (c) Contamination or damage to moving parts, sliding parts and
circuit) insulation. contacts such as finger, cams, etc.
(d) Mounting condition of each by operating the main handle.
section ・ If there is a traction controller
that is not making contact, inspect
for damage and check its mounting
condition.
(5) Main resistor (a) Contamination, damage or ○ If the main resistors on a
including deterioration of insulator rheostatic-controlled railcar are
(including field (b) Damage, discoloration, hot, inspect for damage and
resistor) deformation and mounting deformation, check the mounting
condition of resistors and condition and conduct an
connecting parts. insulation resistance test on the
(c) Mounting condition of each insulation characteristics.
section
(d) Insulation characteristics
(6) Contactors According to IV-B (3) ○ Inspect the contactor that opens
(Items other than and closes the circuits for damage,
main contactor the condition of the wipe, the
and relay) condition of wear of each part, the
contact condition, etc., as well as
perform a test operation.
○ Check the contact points of
relays for damage and also
perform a test operation.
(7) (a) Contamination or damage to ○ Inspect the semiconductor,
Semiconductor(s) semiconductor elements, insulation, heat fins, etc., for
device for main insulator, radiator fins, etc. contamination, damage or
circuit (b) Mounting condition of each deformation; check the mounting
section condition.
(8) Main circuit (a) Contamination or damage to ○ Inspect the semiconductor,
semiconductor semiconductors, etc. radiator fins, etc., for
control device (b) Mounting condition of each contamination, damage or
section deformation; check the mounting
condition.
(9) Reactor and (a) Contamination or damage of ○ Inspect the reactor and filter for
filter each section contamination, damage or
(b) Insulation characteristics deformation and check the
mounting condition in order to
prevent a drop in performance.
In addition, in order to prevent
grounding accidents due to the
accumulation of dust, etc., perform
an insulation resistance test.
D. Main (1) Main (a) Contamination or damage to ○ On transformers with oil inside,
transformer transformer insulators, etc. inspect for contamination, damage
and (b) Oil leakage or oil leakage and conduct
attached (c) Insulation characteristics insulation and dielectric strength
devices (Insulation resistance test and tests.
dielectric strength test) (Oil
insulation test after changing oil)
336
common items )
II. D. Main (2) Main (a) Contamination or damage to ・ On equipment cooled by forced oil
Traction transformer rectifier insulators, etc. cooling, inspect for oil leaks. In
equipment and (b) Oil leakage addition, check that aging
(Including attached (c) Insulation characteristics deterioration of the rectifier has not
main devices (Insulation resistance test and occurred.
control dielectric strength test) (Oil ・ Since the converter for the main
circuit) insulation test after changing oil) traction converter is not an oil type,
(d) Element performance (Reverse inspect for contamination, damage or
current test and distribution voltage deformation and check the mounting
test among each element) condition in order to prevent a drop
in performance.
(3) Reactor (a) Contamination or damage of ○ Inspect the reactor and filter for
and filter each section. contamination, damage or
(b) Insulation characteristics deformation and check the mounting
(Insulation resistance test and condition in order to prevent a drop
dielectric strength test) in performance. In addition, in order
to prevent grounding accidents due
to the accumulation of dust, etc.,
perform an insulation resistance test
and a dielectric strength test.
(4) Tap (a) Damage to each section ・ Inspect the condition of the sliding
changer (b) Tap changing function parts by performing a switching
(c) Operation time operation. Perform a test operation to
(d) Insulation characteristics confirm functions. In addition,
(Insulation resistance test and perform insulation resistance test,
dielectric strength test) dielectric strength test and oil
insulation test.
III. Brake A. (1) Lever, (a) Wear, cracks, deformation of ○ On the foundation brake rigging,
device Foundation rod(s), etc. levers and rods inspect the condition of the levers
brake (b) Damage or wear of movable or and rods as well as the pins,
rigging sliding parts bushings, cotter pins, etc., and adjust
(c) Cracks, wear and mounting play, etc., as the foundation brake
condition of brake disc rigging receives repeated tensile and
compressive loads and directly
receives wheel vibration acceleration
during braking.
・ On the disc brake, inspect the
condition of the surface for cracks,
unevenness, etc.
(2) Brake (a) Damage, cracks or wear to inner ・ Inspect the inner surface of the
cylinder, surface of cylinder, pistons and brake cylinder, piston, etc., for
including rubber bellows damage, cracks or leaks.
brake (b) Amount of lubricant ・ Inspect the rubber of the
diaphragm diaphragm for contamination,
damage or deformation; check the
mounting condition.
(3) (a) Damage, wear or deformation ○ On the automatic slack adjuster,
Automatic (b) Function inspect the inside of the adjuster for
slack damage or wear. In addition,
adjustor inspect the rubber used for dust
protection for deterioration.
B. Hand brake device (a) Damage or wear of movable or ○ On the hand brake, inspect the
sliding parts moving parts of the chain wheel and
(b) Function the sliding parts for damage; check
the mounting condition. In
addition, turn the handle and check
its operation.
337
common items )
III. C. Air (1) Brake valve, (a) Damage or wear of movable or ・ On the brake valve, inspect the
Brake brake including brake sliding parts valves, rings packing, etc. used for
device control controller (b) Valve and valve seat contact and self-lapping section, shafts, sliding
device spring damage parts, etc., for damage or wear. In
(c) Damage, degradation or addition, after assembling, perform an
deformation of diaphragm and air tightness test to check for leaks.
packing ・ If there is a device that has been
(d) Electric parts shall be according made electronic, inspect it according
to II-C (4) to its use on the car.
(2) Control valve According to III-C (1). ・ On the control valve, inspect the
(including relay valves, rings packing, springs, etc.
valve, used for shafts, sliding parts, etc., for
conductor's damage or wear. After assembling,
valve, etc.) perform an air tightness test to check
for leaks.
・ If there is a device that has been
made electronic, inspect it according
to its use on the car.
(3) According to III-C (1). ・ On the electromagnetic straight air
Electro-magnetic brake controller and
straight air brake electro-pneumatic brake controller,
controller and inspect the valves, rings, springs, etc.
electro-pneumatic used for shafts, sliding parts, etc., for
master controller damage or wear. After assembling,
(including perform an air tightness test to check
electro-pneumatic for leaks.
calculator) ・ If there is a device that has been
(4) Load According to III-C (1). ・ On the load compensating device,
compensating inspect the valves, rings packing,
device springs, etc. used for shafts, sliding
parts, etc., for damage or wear. After
assembling, perform an air tightness
test to check for leaks.
・If there is a device that has been
338
common items )
IV. A. (1) Motor (a) According to II-B ○ Since the breakdown of the insulation
General Auxiliary generators (b) Damage to rectifiers, condensers, over time is to be expected, inspect the
electric power and motor etc. condition of the coil and check each
devices supply driven (c) Output characteristics (Limited to part for contamination. In addition,
devices blowers. motor generators) inspect the condition of the shaft, fan,
and (i) Generated voltage etc.
auxiliary (ii) Frequency ○ After assembling, measure the
motors insulation and perform a (speed)
rotation test. In addition, measure the
generated voltage and frequency.
・ Inspect the commutator surface as the
rectifier may become defective if the
surface of the commutator is rough.
・ For the electric blower fans, as with
the traction motor, disassemble and
inspect the motors, flexible air ducts
and other parts.
(2) (a) Contamination or damage to ○ In order to prevent the performance
Electric insulation of the device from declining, inspect the
power (b) Leakage of refrigerant fluid insulation for contamination or damage
converter (c) Mounting condition of each section. and inspect the capacitor, etc., for
(Static (d) Insulation characteristics (Except discoloration, contamination, damage,
inverter) semiconductor section) looseness, etc.
(e) Output Characteristics ○ Measure the generated voltage and
(i) Generated voltage frequency and check the output
characteristics.
(ii) Frequency
(3) (a) Corrosion, damage mounting ○ For the battery, which supplies DC
Storage condition of storage battery unit, power to the equipment for operation
battery jumper, terminals, etc. and for ensuring the safety, etc., of the
and (b) Amount and specific gravity of passengers when there is a power
charger electrolyte outage, inspect the main body,
(c) Mounting condition and function of terminals, etc., for corrosion or damage;
charger also inspect mounting condition, etc.
○ In addition, check that the specific
gravity and level of the electrolyte are
within their prescribed ranges as these
can change over time and cause a
decline in performance.
B. Relays, (1) (a) Damage, discoloration and ○ Inspect damage, discoloration,
Solenoid Auxiliary deformation of resistor body deformation and mounting condition of
valve, resistors (b) Mounting condition resistors caused by the heating of the
Wiring, resistors.
etc.
(2) Fuses, (a) Contamination or damage of ○ Inspect the fuses for discoloration and
switches, contact section check the condition of the contact
etc. (b) Mounting condition because if the contact condition of the
clamping of the fuse is bad, it may
become hot and change its interruption
characteristics.
○ Check the mounting condition of
non-fuse breakers.
○ Inspect switches for contamination,
damage, cracks, etc.
339
common items )
IV. B. Relays, (3) (a) Contamination or damage to ○ Inspect the contactor that opens and
General Solenoid Contactors insulation closes the circuits for damage, the
electric valve, and relays (b)Damage of movable or contact condition of the wipe, the condition of
devices Wiring, etc. parts wear of each part, the contact
(c) Mounting condition of each condition, etc., as well as perform a
section. test operation.
(d) Functions ○ Check the contact points of relays
for damage and also perform an
operation test.
(4) (a) Broken wires or burnout of coil ○ Inspect the condition of the coil
Solenoid (b) Valve and valve seat contact and insulation, broken wires, burnout of
valve valve lift coil, valve lift, deformation of the
(c) Mounting condition of each valve seat, etc. Check the operating
section. condition.
(d) Functions
(5) (a) Contamination or damage to ○ Inspect insulators for contamination
Arrester insulators, etc. and damage and check mounting
(b) Mounting condition condition.
(6) Wiring, (a) Damage and mounting condition ○ Inspect wires for damage, check
etc. of wires, junction boxes and other mounting condition and perform
attached parts insulation resistance test. In addition,
(b) Insulation characteristics inspect the junctions of the wires,
(Insulation resistance test) terminals and wire treatments for
looseness, etc.
V. A. Air (1) Air (a) Motors shall be according to ○ Inspect the wear condition of the air
General compressor compressor II-B. compressor because there are many
pneumatic and (b) Damage to crank chamber, parts that become worn by rotation or
devices attached cylinder, piston, etc. sliding.
components (c) Valve and valve seat contact and ・ On reciprocating air compressors,
valve lift check the sealing characteristics of
(d) Damage to power transmission cylinder and crank chambers as a set.
device In addition, align the valve and valve
(e) Oil volume, leaking air, leaking seat and check each part for its sealing
oil characteristics. Also, inspect the oil
(f) Functions level and air filter. Clean the cooling
fins.
・ On screw and scrolling types,
inspect the oil level and oil filter.
Clean the cooling fins.
○ On the power transmission device,
inspect the belt, joints, etc for damage
or wear. Supply the proper amount
of oil and perform a test operation to
check for leaking air or oil and to
confirm proper operation.
(2) According to III-C (1). ○ Inspect the moving parts, contactor.
Pressure etc., on pressure governors, pressure
governor, switches, etc. After assembling,
pneumatic perform an air tightness test. Also
pressure test the functions and operating
switch, etc. characteristics.
・ Perform a function test on electric
type pressure governors.
(3) Safety Valve and valve seat contact ○ Inspect the safety valve for scratches
valve to the valve. Perform air tightness
and operating tests.
340
common items )
V. A. Air (4) (a) Deterioration of absorbent ○ Periodic maintenance of the
General compressor Desiccant (b) Solenoid valve is according to absorbent is to be considered for
pneumatic and filter unit IV-B (4) preventing defective operation and
devices attached (c) Discharge valve is according to sticking of air brake components.
components V-B (1) ○ Operate the magnet supply and
discharge valve, perform an air
tightness test on the discharge valve
and test its operating functions.
B. Valves, (1) (a) Valve and valve seat contact and ○ For the supply air valve and pressure
Air tank, Supply spring damage reduction valve, inspect the valve,
Air piping, air valve (b) Damage, degradation or valve seat, spring, diaphragm, etc., for
etc. and deformation of diaphragm or packing damage or leaks.
pressure (c) Functions
reducing
valve
(2) Other (a) According to V-B (1). ○ Inspect the valve, valve seat, spring,
valves (b) Electric parts shall be according diaphragm, etc., for damage or leaks.
to IV-B
(3) Air Corrosion and mounting condition of ○ Inspect air tanks holding large
tank body and protective hardware amounts of pressurized air for
corrosion, damage or leakage.
(4) Air (a) Damage and mounting condition ○ Inspect air piping, air hoses, cocks,
piping, of air pipe, hose and strainer etc., for leakage, blockage, or damage.
etc. (b) Opening and closing and Check mounting condition.
mounting condition of cock ○ Inspect opening/closing operation of
cocks.
○ Check the deterioration of hoses that
takes place over time and perform
appropriate periodical maintenance.
VI. Car A. Underframe Damage, deformation, cracks, or ○ Inspect underframe for damage,
body and corrosion of beams, hanger beam, etc deformation, cracks, or corrosion of
car rooms beams ,hanger beam, etc.
(cc) B. Interior/exterior of (a) Damage or corrosion of ceiling, ○ Inspect the flooring, seats, curtains,
car rooms floor, outside plate, interior panels, luggage racks, hand straps, sun visors,
gangway foot-plate. crossover plate, gangway bellows,
(b) Damage and mounting condition window, sliding door, etc., for
of window, gangway bellows, seats, deformation, damage or contamination.
sliding doors and other amenity parts ○ Inspect the paint coating for
(c) Contamination or peeling of paint contamination or peeling.
coating
C. Roof (a) Damage, deterioration or peeling ･ Inspect the roof covering for peeling,
of roof covering etc., that could enable water ingress,
(b) Damage, corrosion and mounting adhesion peeling of the roof covering,
condition of running board, corrosion of the roof steel sheets,
ventilators, air conditioner covers and damage, deterioration because these
gutters can lead to water leakage, etc.
・ When polyurethane resin based
materials are used for the roofing
material, inspect for deterioration.
341
Interpretation (○: This mark
indicates common items )
VI. Car D. Automatic door engine (a) Damage, wear, deformation ○ Inspect the door engine
body operating device (Including door and mounting condition of door operating device for
and car closed security device) engine, belts, arms, links, rollers contamination, damage, wear or
rooms and slide metals. deformation of moving parts;
(cc) (b) Electric parts of solenoid check the mounting condition.
valves, door closed switch, door ・ On pneumatic operated door
closed security device shall be engine device, inspect the various
according to IV-B. air ports because old oil or rust can
(c) Leaking air, leaking oil from adversely affect the door opening
door engine, air pipes, etc. and closing characteristics.
(d) Opening/closing operation
E.. Lighting devices (a) Damage and mounting ○ Inspect the lights and lighting
condition of lights and lighting fixtures for damage and check
fixtures mounting condition.
(b) Contactor is according to IV-B
(3).
VII. A. Sign, (1) Sign device Damage, contamination and ○ For whistles that are used as an
Other Communication (including mounting condition of each alarm or sign during operation or
devices and public whistle device section. emergency alarm devices that are
adress device and emergency used by passengers to contact the
alarm device) crew during times of emergency,
inspect for damage and check their
mounting conditions to confirm
they will operate properly when
used.
(2) Damage and mounting condition ○ For communication devices and
Communication of each section. public address systems that are
and public used to provide general guidance
address device as well as instructions, etc. during
(Including times of emergency, inspect for
security damage and check their mounting
communication conditions to confirm they will
facilities) operate properly when used.
B. Various display devices Damage and mounting condition ○ For display devices, inspect
of lights, lighting fixtures, etc. lights, light fixtures, etc., for
damage and check their mounting
condition.
C. Instruments (a) Damage and mounting ○ Inspect for pressure gauge,
condition of body speedometer, etc., for damage and
(b) Function of pressure gauge check mounting condition. Check
(c) Function of speedometer their functions.
(d) Function of electrical
instruments (voltmeter, ammeter,
etc)
D. Coupler (1) Automatic (a) Cracks, damage, deformation ○ For couplers, the clearance
couplers or wear of body, lock, joints, pins, between the coupler faces must be
(Including bar etc. correct in order to ensure the
type couplers) (b) Inner surface distance of proper coupling space between the
elbows and guide arm car bodies. Therefore, inspect the
(c) Functions body, lock, joints, pins, etc., for
cracks, damage, deformation or
wear.
・ On couplers using a knuckle,
measure the distance between the
inner surface of the knuckle and
arm.
342
common items )
VII. D. Coupler (2) Damage, wear, deformation and ○ In order to prevent shock due to
Other Buffing mounting condition of frame, buffer pulling or compression of the space
devices and draw spring, follower plate, follower guide between the cars when they start and
gear stop, inspect the frame, buffing spring,
follower plate, follower plate guide,
etc., for damage, wear or deformation
and check the mounting condition.
(3) Shank Damage, wear, deformation and ○ Inspect the shank guide on the car
guide mounting condition body side of the coupler body for
damage, wear, deformation and check
(4) Air Damage or degradation of hoses, ○ Inspect the coupler for damage.
pipe packing, etc. Inspect the packing rubber on the
coupler coupler face for damage or
deformation.
○ Consider the deterioration of hoses
that takes place over time and perform
(5) (a) Contamination or damage to body, ○ On electric couplers that enable easy
Electric insulation, packing, jumper coupler connecting or disconnecting of the
coupler wires, etc. electrical circuits when cars are coupled
(b) Function or uncoupled, inspect the main body,
insulation and jumper wires for
contamination or damage because
these can cause defective insulation or
contact. Confirm the functions of the
coupler.
E. (1) Damage contamination and mounting ○ Inspect for damage, contamination
Automatic Onboard condition and check mounting condition of each
train stop antenna section of the on-board antenna and
device and receiving coil.
(including receiving
automatic coil
train (2) Speed Damage and mounting condition of ○ Inspect for damage and check
control detector each section mounting condition of
device, (Including tachometer-generator.
train tachometer
selection generator)
device, (3) Main Damage and mounting condition of ○ Inspect main body for damage and
automatic body each section check mounting condition.
train (receiver,
operation speed
device) checker,
logic
section
and power
supply)
343
common items )
VII. F. Train (1) Damage and mounting condition of ○ Inspection for damage and checking
Other stop device Operator each section. mounting condition of each section.
devices in case of abnormality (Reference)
operator train stop [EB (Emergency Brake) Device]
abnormality device If the crew member loses
and (Deadman consciousness, etc., and does not
emergency device and perform any operations for a prescribed
protection EB device) time, this device activates an alarm,
device and if operations still are not
performed, it applies the emergency
brake in order to stop the train.
[Deadman Device]
If the master controller or other
detection device detects that the crew
member has lost consciousness, etc.,
during operation, it applies the
emergency brake in order to stop the
train.
(2) Damage and mounting condition of ○ Inspection for damage and checking
Emergency each section. mounting condition of each section.
protection (Reference)
device (TE [TE Devices (One Touch Operative
device) Emergency Devices)]
With this device, if there has been an
accident at a crossing, etc., operating a
switch on the driver's console will
perform an emergency stop of the train
as well as send a warning to other
trains, etc. Actions that are
automatically performed.
・ Emergency brake, lower pantograph
・ Interrupts powering circuit, blows
horn
・ Ignites signal flare, transmits
protective message
G. Operating condition Damage and mounting condition of ○ Inspection for damage and check the
recording device each section. mounting condition of each section.
344
2. Overall inspection
○ Once the rolling stock has been assembled, perform an overall inspection of each unit pf equipment and device
Inspection Item Interpretation (○: This mark indicates common items)
(a) Mounting condition of each unit of equipment. ○ Perform an inspection.
(b) Height of obstacle deflector and sanding pipe ○ After measuring, adjust to stipulated height.
(c) Operating function of current collector ○ Confirm the raising and lowering of the current collector
device.
(d) Control and protection function of control circuit ○ Operate the traction controller; perform a blank notch test,
equipment. etc., to check the functions.
(e) Insulation characteristics of electrical circuits (Except ○ Perform an insulation resistance test.
circuits used by battery, semiconductor, etc.)
(f) Functions of brake device ○ Operate the brake valve handle, etc., to check the reaction
speed, brake cylinder pressure, and action of the foundation
brake rigging.
(g) Leakage of air brake control device and general air ○ Conduct an air leak test using the pressure gauge for the
devices brake device and general air devices to check that these are
within the stipulated values.
(h) Capability of compressor and function of attached ○ Check for abnormal noises, that the time to rise to the
devices (including pressure governor and safety valve) stipulated pressure is within the stipulated time and that
switching takes place at the stipulated pressure. In addition,
confirm that the safety valve discharges at the stipulated
pressure.
(i) Car body tilt ○ Measure the distance from the top of the track to the bottom
of the side sill and confirm that it is within the stipulated range.
(j) Function of automatic door closing device ○ With the gauge clamped by the doors, confirm that the side
door closed indicator and the indicator in the crew compartment
come on. At the same time, check the operating time and the
opening and closing resistance. In addition, check the
operation of the door closed protection device.
(k) Lighting function of lighting devices ○ Check that the various lighting and marker lights come on.
(l) Function of sign, communication and public address ○ Check sound quality and volume of whistles, buzzers and the
devices public address equipment.
(m) Functions of each display device ○ Check the operation and display of the front car indicator
device, the indicators inside the car and other monitors and
displays.
(n) Height of coupler ○ Measure the distance from the top of the track to the center of
the coupler and confirm that it is within the stipulated range.
(o) Operating characteristics and functions of automatic ○ Confirm that the device operates at the specified speed
train stop device and automatic train brake device. verification points, etc
(p) Function of operator abnormality train stop device and ○ Operate the conductor brake and security brake to check the
emergency protection device function of the reaction speed and brake cylinder pressure.
(q) Static wheel load condition (Limited to electric railcars) ○ Directly measure the static wheel load and confirm that it is
within the control range.
345
3. Trial operation
○ Form the rolling stock into a train, perform trial operation and confirm the function of various equipments.
Inspection Item Interpretation (○: This mark indicates common items.)
(a) Starting, accelerating and decelerating performance ○ Perform a starting test to check performance in the forward
and reverse directions.
○ Check the acceleration and deceleration functions.
(b) Main functions of brake device ○ Check the operation of the service brake, emergency brake
and security brake.
(c) Abnormal noise and swaying ○ Check for abnormal noises from sliding and rotating parts and
for abnormal car body motion.
(d) Indication condition of instruments ○ Check the display condition of the speedometer, pressure
gauge, voltage gauge, current gauge, etc.
(e) Function of automatic train operation device ○ Check the automatic operation function.
(f) Condition of equipment, etc., after testing
(i) Condition of bearings on traction motors ○ Check for abnormal heat and oil leaks.
(ii) Condition of equipment for main circuit ○ Check for abnormalities with the main circuit equipment.
(iii) Heat or oil leakage of wheel axle bearing ○ Check for abnormal heat and oil leaks.
(g) Function of operating condition recording device ○ Inspect the functions of operating condition recording device.
346
(No. 2): Items and Methods for Periodic Inspection (Internal combustion locomotives and internal combustion
railcars)
common items )
I. A. Bogies (1) Bogie (a) Deformation, cracks or corrosion ○ Based on the type of bogie, the
Running frame and of frame assembly, swing bolster, operating conditions of the train and
Gear, swing equalizer, etc. running conditions, inspect the bogie
etc. bolster (b) Damage or wear of sliding frame, swing bolster, travtive device,
surfaces. etc., for deformation, cracks, corrosion
(c) Damage or wear to swing bolster or damage.
hanger and swing bolster pin. ・ Inspect sliding parts for the
(d) Damage or defect of air reservoir. condition of the wear.
(e) Damage or wear of tilting roller ・ On the tilting bogie, perform a flaw
(flaw detection) detection test on the tilting rollers that
(f) Damage or wear of reverser directly receives the weight of the
support bar and reduction gear unit carbody in order to assess the extent of
support bar. any damage.
・The reverser and reduction gear are
heavy items and if their support rods
were to break, it could result in a major
accident. Therefore, inspect them for
damage or wear.
(2) Center (a) Damage or wear of friction ・ Inspect the sliding parts that receive
plate and surfaces. the car body weight for damage or
side bearer (b) Amount of lubricant wear.
appropriate.
・ The reverser and reduction chain are
heavy items and if their support rods
were to break, it could result in a major
accident. Therefore, inspect them for
damage or wear.
(3) Axle (a) Damage, wear, discoloration and ○ Inspect the condition of the axle
box and clearance of bearings, etc. bearings and check that the amount of
axle box (b) Contamination and amount of lubricant is appropriate in order to
suspension lubricant. prevent heat from a defective bearing
(c) Clearance between axle box guide from causing an axle to break, resulting
and axle box (Measurement). in a major accident such as a
derailment.
・ On pedestal type bogies, make sure
sticking.
(4) Wheels (a) Damage to tread surface of wheel. ○ From the standpoint of preventing
and axles (b) Profile of wheel (Measurement). abnormal vibration and hunting
(i) Wheel diameter or tire thickness motion, inspect the tread for damage
(ii) Flange thickness and height and measure the profile of the wheels.
(iii) Back gauge ・ Perform flaw detection to check the
(c) Damage to axles (Flaw detection). condition of axles since the damage to
a wheel set can cause a broken axle that
could result in a major accident such as
a derailment.
347
common items )
I. A. Bogies (5) Spring (a) Spring damage, wear or ○ The reduction of damping force due
Running rigging and deformation to air leakage or oil damper leakage
Gear, dampimg (b) Oil damper function or oil leakage that has been caused by a broken metal
etc. device (c) Level controlling valve and spring or damaged air spring will result
differential pressure valve of air in the loss of vibration damping action
spring, etc., shall be according to from the bogie to the car body. As
VI-B (1). this increased vibration can cause car
dampers.
・Perform an inspection of valves for
with the rolling stock gauge
(6) Damage, deformation and mounting ○ As obstacle deflectors and snow
Obstacle condition of main body. plows are extremely close to the
deflector bottom section of the rolling stock
and snow gauge, there is potential for contact
plow. with gravel, etc., which could result in
damage, etc. Therefore, inspection
(7) Sanding (a) Damage, wear, deformation and ○ The sanding device is mounted to the
device mounting condition of main unit. bogie frame and can be affected by
(b) Solenoid valve is according to vibration. In addition, as it is
V-C (3). mounted near the rolling stock gauge of
the carbody, there is the danger that the
sanding device could become an
rolling stock gauge. The solenoid
valve should be also inspected. If it is
defective and sand cannot be spread,
the train may not be able to climb a
steep gradient.
348
common items )
II. A. Engine (1) Crank (a) Damage, deformation or wear of ○ The crank chamber is a collection of
Power body chamber body. many important parts, such as the crank
generati (b) Mounting condition, deformation, shaft, cylinder liner, timing gear
on stud bolt looseness and thread device, head mounting bolts, etc., and
system condition deformation or wear of these can cause
(c) Damage to crank bearings and gas leakage, oil leakage, water leakage,
cam bearings etc. Therefore, inspect the condition
(d) Bearing clearance of main crank of these items. In addition, inspect the
shaft and cam shaft (Measurement) condition of the stud bolts and cylinder
(e) Damage or wear of cylinder liner liners that ensure the air seal of the
(f) Protrusion dimension of cylinder cylinder head. Measure the
liner (Measurement) dimension of the protrusion of the
cylinder liner. Furthermore, in order to
support smooth rotation of the
crankshaft, inspect the bearings and
measure the clearance between the cam
shaft and bearings.
(2) Crank (a) Damage, wear or deformation ○ The crank shaft receives rotational
shaft (Flaw detection) force from the piston via the crank
(b) Damage, wear or deformation of shaft and rotates at high speeds. At
vibration absorbtive joint and gears this time it also receives large flexing
and torsional forces, as well as
vibration. Accordingly, the crankshaft
must have the necessary strength to
sufficiently withstand these forces and
must have good static and dynamic
balance. Therefore, perform flaw
inspection of the crankshaft and inspect
for damage or wear, etc.
○ The vibration absorbtive joint
receives the torsional forces, so inspect
it for damage or wear.
○ Inspect the gears for damage, wear or
deformation.
(3) Pistons (a) Damage or wear (Flaw detection) ○ Since the piston receives the pressure
(b) Mounting condition of piston from the combustion gases inside the
rings chamber to operate reciprocally and
provides reciprocating motion to the
crankshaft via the connecting rod, the
piston has the harshest conditions in the
engine. Perform flaw detection on the
piston and inspect for damage or wear.
○ Inspect the condition of the piston
ring at the time of mounting.
(4) (a) Damage, deformation or wear ○ The connecting rod conveys the
Connecting (b) Wear, contact and mounting power from the piston to the crankshaft
rod condition of connecting rod bearings and changes the reciprocal motion into
(c) Friction and looseness of rotating motion, so inspect the main
small-end bushing body for damage, deformation or wear
(d) Bearing clearance of thick end of and check the condition of the
connecting rod (Measurement) bearings.
○ Inspect for wear on the thick end of
the connecting rod and the bushing on
the small end. In addition, measure
the clearance of the bearings.
349
common items )
II. A. Engine (5) (a) Damage, deformation or wear of ○ The cylinder head is the part that
Power body Cylinder main body, pre-combustion chamber generates motion from the intake,
generati head and injection port (Flaw detection) injection of fuel and combustion. In
on (b) Damage, deformation or wear of order to ensure that the combustion gas
system each part of the valve devices does not escape, use flaw detection to
(c) Valve and valve seat contact inspect the main body for damage,
deformation or wear. . Inspect the valve
devices, etc., for damage, deformation
and wear. Check the contact between
the valve and valve seat.
(6) Action (a) Damage, deformation or wear of ○ The rotation of the crankshaft passes
valve each part (Limited to cam shaft) through the cam shaft to operate the
device (b) Condition of each contact surface valve system that opens and closes the
(c) Valve clearance intake and exhaust valves. In addition
to performing a flaw detection
inspection, check each part of valve
system, the condition of each contact
surface and the valve clearance.
(7) Timing (a) Damage and mounting condition ○ The timing gear system coveys the
gear device of timing gear case. rotations of crankshaft to the cam shaft,
(b) Damage, wear and mounting water pump shaft, fuel injection pump
condition of gears, shafts and gears, etc. Therefore, inspect the
bearings timing gear case, etc., for damage, wear
etc.
B. Intake (1) Intake (a) Damage and corrosion of main ○ The intake manifold draws in air that
and and exhaust body as well as deformation of has been cleaned by the air filtration
exhaust manifold mounting surface system and the exhaust manifold expels
device (b) Damage and mounting condition the exhaust gases after combustion.
of intercooler Therefore, as these parts are exposed to
engine vibration and the high
temperatures of the exhaust gases,
inspect the main body for damage,
corrosion, deformation and check its
mounting condition.
(2) (a) Damage, deformation or wear of ○ The supercharger uses exhaust gas to
Supercharg impeller, shaft or bearings rotate the impeller and this rotational
er (b) Damage or deformation of main force is used to increase the volume of
body or intake and exhaust chambers air being sent to the cylinder, thereby
increasing the output of the engine.
As these parts are exposed to
high-temperature exhaust gases and
rotate at high speeds, inspect the
impeller, bearings, etc., for damage,
deformation or wear.
(3) Muffler Damage, deformation, corrosion and ○ As these parts are exposed to high
and exhaust mounting condition of each part temperature and high-pressure gases,
pipe inspect each part for damage,
deformation, corrosion and check the
mounting condition.
(4) Air (a) Damage, corrosion or deformation ○ This is the device that cleans the air
cleaner and of each part necessary for combustions. Inspect it
intake pipe (b) Contamination or damage to filter for damage, corrosion or deformation.
In addition, inspect the filter for
contamination or damage.
350
common items )
II. C. Fuel (1) Fuel (a) Damage or corrosion of fuel tank ○ Inspect the fuel tank and piping for
Power devices tank, piping and piping damage or corrosion.
generati and filter (b) Contamination or damage to filter ○ In order to prevent the filter from
on (c) Contamination or damage to oil clogging, inspect for contamination or
system level gauge damage.
(d) Damage or deformation of fuel ○ Inspect the fuel high-pressure piping
high-pressure piping for damage, deformation or wear.
(e) Oil leakage of each part ○ Inspect the fuel tank and piping for
leakage, etc.
(2) Fuel (a) Damage, wear and function of ○ The fuel injection pump uses the
injection main body plunger to measure the fuel volume.
pump (b) Damage, wear and function of The action of the pump is to pressurize
fuel supply pump the fuel and send it to the injection
(c) Damage or wear of rack drive nozzle under pressure. Inspect the
linkage main body, fuel supply pump, rack
drive link device, etc. for damage or
wear. Check the functions.
(3) Fuel (a) Damage, wear or oil leakage of ○ The fuel injection valve injects the
injection nozzles and holders fuel that has been sent from the fuel
valve (b) Spray shape and function of injection pump at high pressure to the
nozzles combustion chamber. Inspect the
nozzle and holder for damage or wear.
Check for leaks. Inspect the shape of
the spray.
D. Fuel (1) Speed (a) Damage or oil leakage ○ The speed governor controls the
control governor (b) Function volume of fuel supplied to the injection
device pump. Since there are contact parts
and sliding parts, inspect them for
damage or leakage. Confirm their
functions.
(2) Fuel (a) Damage or leakage ○ The fuel control device controls the
control (b) Function output of the engine based on
device commands from the traction controller.
(○) Check the main body for damage.
Inspect for leaks. Confirm functions.
(3) Timing Damage ○ The timing control device is the
control device that ensures optimal combustion
device by changing the timing of the fuel
injection. Inspect it for damage.
(4) Fuel (a) Damage ○ Inspect the gears, etc., for damage
injection (b) Injection timing and confirm the injection timing in
pump order to prevent any adverse influence
driving on engine output.
device
(1) (a) Damage or clogging of oil pan or ○ The lubricator provides lubricant to
Lubricant piping the rotating and sliding parts of the
pipe, valve (b) Contamination or damage to filter engine in order to reduce loss from
and filter (c) Damage and function of safety wear. It also plays a role in cooling.
valve and pressure regulator valve Inspect the condition of the oil pan,
(d) Oil leakage of each part filter and safety valve for damage,
contamination, clogging, leakage, etc.,
because malfunctioning of these parts
may cause damage to the engine.
Check their functions.
351
common items )
II. E. (2) (a) Damage to body, gears, shaft or ○ The lubricant pump sends
Power Lubricator Lubricant bearings pressurized oil according to the speed
generati pump (b) Function of the engine. If any of these parts
on become damaged, it may cause
system leakage, a drop in oil pressure, etc.,
which would result in insufficient
lubrication. Therefore, inspect the
body, gears, shafts and bearings for
damage. Check their functions.
(3) Oil Leakage, contamination or damage to ○ The oil cooler cools the lubricant
cooler cooler device. used in the engine. In order to ensure
the cooling function of the engine
cooler, inspect it for leaks,
contamination or damage.
F. (1) Water (a) Damage or corrosion of water ○ Inspect the coolant tank, piping and
Cooling tank, tank, piping and valve valves for damage, deformation or
Equipmen piping, (b) Contamination or damage of wear.
t valve and filter ○ Inspect the filter for contamination or
filter (c) Contamination or damage to water damage.
level gauge ○ Inspect the water level gauge for
(d) Water leakage of each part contamination or damage.
○ Inspect each part for leaks and check
the mounting condition of each section.
(2) Water Damage, wear and mounting ○ The rotation force provided by the
pump condition of impeller, gears, shafts engine rotates the impeller in the water
and bearings pump, which sends coolant to the
engine, etc. Inspect the impeller, gears,
shafts and bearings for damage, wear.
Check the mounting condition.
(3) Blower (a) Damage, wear and mounting ○ The blower is the device that
condition of impeller, gears, shafts provides forced air cooling to the heat
and bearings dissipaters. Inspect each part for
(b) Damage, wear and mounting damage or wear. Check its mounting
condition of drive shaft, joints or condition.
bearing device ・ Check the function of the hydrostatic
(c) Damage, wear and mounting device.
condition of fluid coupling and
hydraulic device.
(d) Functions of hydrostatic device
(4) Radiator Leakage, deformation, corrosion and ○ There are radiators for the coolant
mounting condition and other fluids. In order to prevent a
decline in performance of the radiator,
inspect each part for damage,
deformation, corrosion and check the
mounting condition.
(5) Engine (a) Damage, leakage and mounting ○ The engine pre-heater heats the
pre-heater condition of each section. coolant, maintains the temperature of
(b) Function the engine, provides preheating, heats
the passenger rooms, so if there was
coolant leakage, improper combustion,
etc., heating performance would
decline. Therefore, inspect each part
for damage and leakage. Check the
mounting condition and functions.
352
common items )
(a) Engine starting and stopping ○ Perform a load test and a fuel control
functions test with the engine assembled. At
(b) Abnormal noise, vibration, heat or the same time, check the performance
leakage from each part of the engine.
(c) Mounting condition and function
of intake/exhaust device, fuel device,
fuel control device, lubricator,
cooling device and electric devices
(d) Operation characteristics (Load
test and fuel control test)
III. Power A. Hydraulic (a) Damage or deformation of main ○ On a hydraulic transmission, a
transmission transmission body or impeller or guide impeller medium, such as oil, is used to transfer
device (b) Damage or wear to clutch device the rotational force of the engine to the
and free wheel. propulsion force. As the converter is
(c) Damage or wear of gears, shaft or what ensures the efficient conveyance
bearings of drive force, inspect each part for
(d) Damage to piping, valves and damage, deformation, wear. Check
filters for leakage.
(e) Damage or wear of input/output
shaft coupling
(f) Leakage of each part
B. Propeller shaft Damage or deformation of shaft, ○ The drive shaft transfers the
spline or cross shaft coupling (Flaw rotational force from the transmission
Inspection - limited to spline shaft to reduction unit, etc.. Inspect the shaft,
section) spline or cross joint for damage or
deformation. Perform flaw inspection
of spline shaft section.
C. Reverser and (a) Damage or wear of body, gears, ○ The reverser is device that is used for
reduction gear shaft or bearings switching between forward and reverse
(b) Reversing function direction of travel. Inspect the body,
(c) Leakage of each part gears, shafts and bearings for damage,
wear or leakage. Confirm the
function of the reverser.
○ The reduction gear reduces the
rotational speed received from the
transmission and provides propulsion
to the driving wheels. Inspect the
body, gears, shafts and bearings for
damage, wear or leakage.
IV. Brake A. (1) (a) Wear, cracks, deformation of ○ On the foundation brake rigging,
device Foundation Lever, levers and rods inspect the condition of the levers and
brake rods, (b)Damage or wear of movable or rods as well as the pins, bushings,
rigging etc. sliding parts cotter pins, etc., and adjust play, etc., as
(c) Cracks, wear and mounting the foundation brake rigging receives
condition of brake disc repeated tensile and compressive loads
and directly receives wheel vibration
acceleration during braking.
unevenness, etc.
(2) (a) Damage, cracks or wear to inner ・ Inspect the inner surface of the brake
Brake surface of cylinder, pistons and cylinder, piston, etc., for damage,
cylinde rubber bellows cracks or leaks.
r, (b) Amount of lubricant ・ Inspect the rubber of the diaphragm
includi for contamination, damage or
ng deformation; check the mounting
brake condition.
diaphr
agm
353
common items )
IV. Brake A. (3) (a) Damage, wear or deformation of ○ On the automatic slack adjuster,
device Foundation Autom each part inspect the inside of the adjuster for
brake atic (b) Function damage or wear. In addition, inspect
rigging slack the rubber used for dust protection for
adjuste deterioration.
r
B. Hand brake device (a) Damage or wear of movable or ○ On the hand brake, inspect the
sliding parts moving parts of the chain wheel and
(b) Function the sliding parts for damage; check the
mounting condition. In addition, turn
the handle and check its operation.
C. Air (1) (a) Damage or wear of movable or ･ On the brake valve, inspect the
brake Brake sliding parts valves, rings packing, etc. used for
control valve (b) Valve and valve seat contact and self-lapping section, shafts, sliding
device spring damage parts, etc., for damage or wear. In
(c) Damage, degradation or addition, after assembling, perform an
deformation of diaphragm and air tightness test to check for leaks.
packing ・ If there is a device that has been
(d) Electric parts shall be according to made electronic, inspect it according to
V-A (1). its use on the car.
(2) According to IV-C (1). ･ On the control valve, inspect the
Contro valves, rings packing, springs, etc. used
l valve for shafts, sliding parts, etc., for
(includ damage or wear. After assembling,
ing perform an air tightness test to check
relay for leaks.
valve, ・If there is a device that has been made
conduc electronic, inspect it according to its
tor's use on the car.
valve,
etc.)
(3) According to IV-C (1). ･ On the electromagnetic straight air
Electro brake controller and electro-pneumatic
-pneu brake controller, inspect the valves,
matic rings, springs, etc. used for shafts,
master sliding parts, etc., for damage or
control wear. After assembling, perform an air
ler tightness test to check for leaks.
made electronic, inspect it according to
its use on the car.
(4) According to IV-C (1). ･ On the load compensating device,
Load inspect the valves, rings packing,
compe springs, etc. used for shafts, sliding
nsating parts, etc., for damage or wear. After
device assembling, perform an air tightness
made electronic, inspect it according to
its use on the car.
354
common items )
V. General A. Control (1) (a) Damage or wear of movable or ○ As this is the device that sends
electric device Master sliding parts commands to the controller, a defective
devices control (b) Damage or wear of contact, finger contact, etc., could cause deficient
ler, and chip acceleration or malfunctioning.
control (c) Contamination or damage to Therefore, inspect the moving parts,
circuit insulation sliding parts and contacts by operating
cut out (d) Mounting condition of each the main handle and finger, cams, etc.
switch, section. In the same manner, inspect the
change moving parts, sliding parts and contacts
-over of the control circuit cut-out switches,
switch change-over switches, etc.
B. Power (1) (a) Damage or wear of each part ○ This is used as the service power for
supply Engine (b) Engine starting and stopping the air conditioner, heater, etc. Inspect
devices and and functions each part for damage or wear. Also,
motors attache (c) Abnormal noise, vibration, heat or check the performance of the engine.
d leakage from each part
device (d) Mounting condition of
s intake/exhaust device, fuel device,
fuel control device, lubricator,
(e) Functions
(2) (a) Damage to each section ○Inspect each part of the generator for
Genera (b) Function damage and check its generating
tor (c) Insulation characteristics capabilities to ensure that it meets its
(Insulation resistance test and requirements as an electric generator.
dielectric strength test) In addition, perform insulation
resistance test and dielectric strength
test.
Excitat each section. mounting condition of each section.
ion
regulat
or
(4) (a) Damage and mounting condition ○In order to have smooth starting of
Motors of body the engine and charging of the
(Includ (b) Function batteries, inspect the generator for
ing (c) Insulation characteristics damage and check mounting condition.
starter (Insulation resistance test) Check functions. In addition, conduct
motors insulation resistance test.
) and
chargi
ng
generat
or
(5) (a) Mounting condition ○ In order to provide the function of
Chargi (b) Function controlling the charging current,
ng inspect the mounting condition of the
regulat charge regulator and check its
or functions.
355
common items )
V. General B. Power (6) (a) Corrosion, damage and mounting ○ Inspect the main body, terminals,
electric supply Battery condition of jumper, terminals, etc. etc., for corrosion or damage; also
devices devices and (b) Amount and specific gravity of inspect mounting condition, etc.,
motors electrolyte because the battery plays a major role
in starting the engine and in the
operation of various equipment, and
because it is the battery, which supplies
DC power to the equipment for
operation, that contributes to the safety,
etc., of the passengers when there is a
power outage.
○ Check that the specific gravity and
level of the electrolyte are within their
prescribed ranges as these can degrade
over time.
C. Relays, (1) (a) Contamination or damage of ○ Inspect the fuses for discoloration
Solenoid Fuses contact section and check the condition of the contact
valve, and (b) Mounting condition because if the contact condition of the
Wiring, switch clamping of the fuse is bad, it may
etc. es become hot and change its interruption
characteristics.
non-fuse breakers.
(2) (a) Contamination or damage to ○ Inspect the contactor that opens and
Contac insulation closes the circuits for damage, the
tors (b) Damage or wear of movable or condition of the wipe, the condition of
and contact parts wear of each part, the contact
relays (c) Mounting condition of each condition, etc., as well as perform a test
section. operation.
(d) Functions
Soleno (b) Valve and valve seat contact and insulation, broken wires, burnout of
id valve lift coil, valve lift, deformation of the
valve (c) Mounting condition of each valve seat, etc. Check the operating
and section. condition.
solenoi (d) Functions
d
(4) (a) Damage and mounting condition ○ Inspect wires for damage, check
Wiring of wires, junction boxes and other mounting condition and perform
, etc. attached parts insulation resistance test. In addition,
looseness, etc.
356
common items )
VI. General A. Air (1) Air (a) Damage to crank chamber, ○ Inspect the wear condition of the air
pneumatic compressor compr cylinder, piston, etc. compressor because there are many
devices s and essors (b) Valve and valve seat contact and parts that become worn by rotation or
attached valve lift sliding.
component (c) Damage to driving device ・ On reciprocating air compressors,
s (d) Oil volume, leaking air, leaking check the sealing characteristics of
oil cylinder and crank chambers as a set.
(e) Functions In addition, align the valve and valve
seat and check each part for its sealing
characteristics. Also, inspect the oil
level and air filter. Clean the cooling
fins.
inspect the oil level and oil filter. Clean
the cooling fins.
or wear. Supply the proper amount of
oil and perform a test operation to
(2) According to IV-C (1). ○ Inspect the moving parts, contactor.
Pressur etc., on pressure governors, pressure
e switches, etc. After assembling,
govern perform an air tightness test. Also test
or the functions and operating
and characteristics.
pneum ・ Perform a function test on electric
atic type pressure governors.
pressur
e
switch,
etc.
(3) Valve and valve seat contact ○ Inspect the safety valve for scratches
Safety to the valve. Perform air tightness
valve and operating tests.
(4) (a) Deterioration of absorbent ○ Periodic maintenance of the
Desicc (b) Solenoid valve is according to absorbent is to be considered for
ant V-C (3). preventing defective operation and
filter (c) Discharge valve is according to sticking of air brake components.
unit VI-B (1). ○ Operate the magnet supply and
discharge valve, perform an air
tightness test on the discharge valve
and test its operating functions.
B. Valves, (1) (a) Valve and valve seat contact and ○ For the supply air valve and pressure
Air tank, Supply spring damage reduction valve, inspect the valve,
Air piping, air (b) Damage, degradation or valve seat, spring, diaphragm, etc., for
etc. valve deformation of diaphragm or packing damage or leaks.
and (c) Functions
pressur
e
reducti
on
valve
(2) (a) According to VI-B (1). ○ Inspect the valve, valve seat, spring,
Other (b) Electric parts shall be according to diaphragm, etc., for damage or leaks.
valves V-C.
357
common items )
VI. General B. Valves, (3) Air Corrosion and mounting condition of ○ Inspect air tanks holding large
pneumatic Air tank, tank body and protective hardware amounts of pressurized air for
devices Air piping, corrosion, damage or leakage.
etc. (4) Air (a) Damage and mounting condition ○ Inspect air piping, air hoses, cocks,
piping, of air pipe, hose and strainer. etc., for leakage, blockage, or damage.
cocks.
VII. Car A. Underframe Damage, deformation, cracks, or ○ Inspect underframe for damage,
body and corrosion of beams, hanger beam, etc. deformation, cracks, or corrosion of
car rooms beams ,hanger beam, etc.
B. Interior/exterior of (a) Damage or corrosion of ceiling, ○ Inspect the flooring, seats, curtains,
car rooms floor, outside plate, interior panels, luggage racks, hand straps, sun visors,
gangway foot-plate crossover plate, gangway bellows,
of window, gangway bellows, seats, deformation, damage or contamination.
sliding doors and other amenity parts ○ Inspect the paint coating for
(c) Contamination or peeling of paint contamination or peeling.
coating
condition of running board, corrosion of the roof steel sheets,
ventilators, air conditioner covers and damage, deterioration because these
gutters can lead to water leakage, etc.
D. Automatic door (a) Damage, wear, deformation and ○ Inspect the door engine for
engine (Including mounting condition of door engine, contamination, damage, wear or
door closed security belts, arms, links, rollers and slide deformation of moving parts; check the
device) metals mounting condition.
(b) Electric parts for solenoid valves, ・ On pneumatic operated door engine
door closed switch, door closed (operators), inspect the various air
security device shall be according to ports because old oil or rust can
V-C. adversely affect the door opening and
(c) Leaking air, leaking oil from door closing characteristics.
engine, air pipes, etc.
E.. Lighting devices (a) Damage and mounting condition ○ Inspect the lights and lighting
of lights and lighting fixtures fixtures for damage and check
(b) Contactor is according to V-C (2). mounting condition.
VIII. Other A. (1) Damage, contamination and ○ For whistles that are used as an alarm
devices Communic Sign mounting condition of each section. or sign during operation or emergency
ation and includi alarm devices that are used by
public ng passengers to contact the crew during
address whistle times of emergency, inspect for
device device damage and check their mounting
and conditions to confirm they will operate
emerge properly when used.
ncy
alarm
device
358
common items )
VIII. Other A. (2) Damage and mounting condition of ○ For communication devices and
devices Communic Comm each section. public address systems that are used to
ation and unicati provide general guidance as well as
public on and instructions, etc. during times of
address public emergency, inspect for damage and
device addres check their mounting conditions to
s confirm they will operate properly
device when used.
(Includ
ing
securit
y
comm
unicati
on
faciliti
es)
B. Various display Damage and mounting condition of ○ For display devices, inspect lights,
devices lights, lighting fixtures, etc. lighting fixtures, etc., for damage and
check their mounting condition.
C. Instruments (a) Damage and mounting condition ○ Inspect for pressure gauge,
of body speedometer, etc., for damage and
(b) Function of pressure gauge check mounting condition. Check their
(Measurement) functions.
(c) Function of speedometer
(Measurement)
(voltmeter, ammeter, etc)
D. Coupler (1) (a) Cracks, damage, deformation or ○ For couplers, the clearance between
Autom wear of body, lock, joints, pins, etc. the coupler faces must be correct in
atic (b) Inner surface distance of elbows order to ensure the proper coupling
couple and guide arm (Measurement) space between the car bodies.
rs (c) Functions Therefore, inspect the body, lock,
(Includ joints, pins, etc., for cracks, damage,
ing bar deformation or wear.
type ・ On couplers using a knuckle,
couple measure the distance between the inner
rs) surface of the knuckle and arm.
(2) Damage, wear, deformation and ○ In order to prevent shock due to
Buffer mounting condition of frame, buffer pulling or compression of the space
device spring, follower follower plate guide between the cars when they start and
stop, inspect the frame, buffer spring,
follower plate, follower plate guide,
(3) Damage, wear, deformation and ○ Inspect the shank guide on the car
Shank mounting condition body side of the coupler body for
guide damage, wear, deformation and check
couple coupler face for damage or
r deformation.
359
common items )
VIII. Other D. Coupler (5) (a) Contamination or damage to body, ○ On electric couplers that enable easy
devices Electri insulation, packing, jumper coupler connecting or disconnecting of the
c wires, etc. electrical circuits when cars are
couple (b) Function coupled or uncoupled, inspect the main
r body, insulation and jumper wires for
coupler.
E. (1) Damage, contamination and ○ Inspect for damage, contamination
Automatic Onboa mounting condition and check mounting condition of each
train stop rd section of the on-board antenna and
device antenn receiving coil.
a
(2) Damage and mounting condition of ○ Inspect main body for damage and
Receiv each section. check mounting condition.
ing
coil
F. Train (1) Damage and mounting condition of ○ Inspection for damage and checking
stop device Operat each section. mounting condition of each section.
in case of or (Reference)
operator abnor [EB (Emergency Brake) Device]
abnormalit mality If the crew member loses
y and train consciousness, etc., and does not
emergency stop perform any operations for a prescribed
protection device time, this device activates an alarm,
device (Dead and if operations still are not
man performed, it applies the emergency
device brake in order to stop the train.
and [Deadman Device]
EB If the master controller or other
device detection device detects that the crew
) member has lost consciousness, etc.,
during operation, it applies the
emergency brake in order to stop the
train.
Emerg each section. mounting condition of each section.
ency (Reference)
protect [TE Devices (One Touch Operative
ion Emergency Devices)]
device With this device, if there has been an
(TE accident at a crossing, etc., operating a
device switch on the driver's console will
) perform an emergency stop of the train
as well as send a warning to other
trains, etc. Actions that are
automatically performed.
・Emergency brake, lower pantograph
・Interrupts powering circuit, blows
horn
・Ignites signal flare, transmits
protective message
G. Operating Damage and mounting condition of ○ Inspection for damage and checking
condition recording each section. mounting condition of each section.
device
360
○ Once the rolling stock has been assembled, perform an overall inspection of each unit of equipment and device
(b) Height of obstacle deflector and sanding pipe ○ After measuring, adjust to stipulated height.
(Measurement).
(c) Engine starting and stopping functions ○ Perform operations in the cab to confirm that the engine
starts, stops and that operation in forward and reverse can be
performed. Also, while the engine is operating, check the
engine for abnormal sounds or leakage.
(d) Functions of brake device ○ Operate the brake valve handle, etc., to check the reaction
speed, brake cylinder pressure, and action of foundation brake
rigging .
(e) Insulation characteristics of electrical circuits (Except ○ Perform an insulation resistance test.
circuits used by battery, semiconductor, etc.) (Insulation
resistance test and dielectric strength test)
(f) Leakage of air brake control device and general air ○ Conduct an air leak test using the pressure gauge for the
devices (Measurement). brake device and general air devices to check that these are
(g) Capability of compressor and function of attached ○ Check for abnormal noises, that the time to rise to the
devices (including pressure governor and safety valve) stipulated pressure is within the stipulated time and that
switching and function of the stipulated equipment and safety
valve takes place at the stipulated pressure. In addition,
confirm that the safety valve discharges at the stipulated
pressure.
(h) Car body tilt (Measurement). ○ Measure the distance from the top of the track to the bottom
of the side sill and confirm that it is within the stipulated range.
(i) Function of automatic door operator ○ With the gauge clamped by the doors, confirm that the side
door closed indicator and the indicator in the crew
compartment come on. At the same time, check the operating
time and the opening and closing resistance. In addition,
check the operation of the door closed protection device.
(j) Lighting function of lighting devices ○ Check that the various lighting and marker lights come on.
(k) Function of sign, communication and public address ○ Check sound quality and volume of whistles, buzzers and the
devices public address equipment.
(l) Functions of each display device ○ Check the operation and display of the front car indicator
displays.
(m) Height of coupler (Measurement). ○ Measure the distance from the top of the track to the center
of the coupler and confirm that it is within the stipulated range.
(n) Operating characteristics and functions of automatic ○ Confirm that the device operates at the specified speed
train stop device and automatic train brake device verification points, etc.
(Measurement).
(o) Function of operator abnormality train stop device and ○ Operate the conductor brake and security brake to check the
emergency protection device . function of the reaction speed and brake cylinder pressure.
(p) Static wheel load condition (Limited to internal ○ Directly measure the static wheel load and confirm that it is
combustion railcars) (Measurement) within the control range.
361
3. Test operation
○ Form the rolling stock into a train, perform trial operation and confirm the function of various equipments.
(a) Starting, accelerating and decelerating performance ○ Perform a starting test to check performance in the forward
and reverse directions.
(b) Operating condition of engine ○Confirm overall engine operation in relation to operating
commands.
(c) Main functions of brake device ○ Check the operation of the service brake, emergency brake
and security brake.
(d) Abnormal sounds and swaying ○ Check for abnormal noises from sliding and rotating parts
and for abnormal car body motion.
(e) Indication condition of instruments ○ Check the display condition of the speedometer, pressure
gauge, voltage gauge, current gauge, etc.
(f) Condition of equipment, etc., after testing
(i) Leakage of each engine part ○ Inspect for oil or water leaks.
(ii) Heat or oil leakage of wheel axle bearing ○ Check for abnormal heat and oil leaks.
(e) Function of operating condition recording device ○ Check the functions of operating condition recording device.
* The power generation system of diesel-electric locomotives includes the items above as well as those on a
separate table 1.
362
(No. 3): Items and Methods for Periodic Inspection (Steam locomotives)
common items )
I. Running A. Main frame (a) Wear, cracks or looseness ○Inspect the main frame, which
Gear, Car (b) Cracks or looseness of boiler supports the weight of the boiler, for
body, etc. base, end beam, cross stay, boiler cracks, loose rivets, etc.
body support, etc. ○ Inspect the bearings, etc., of the drive
(c) Wear, cracks and looseness of wheels and sliding components for
axle box guard and axle box guard wear.
cover brace ○ Using the center of the drive cylinder
(d) Difference in centerline distance as the reference point, inspect
between left and right cylinders alignment with the axle box guard.
(Measurement)
B. Intermediate (a) Wear, cracks, deformation of ○ As the intermediate buffer
buffer buffer seat and bracket connecting the locomotive and
(b) Wear or cracks of head, slider and coal/water cars receives powerful
spring compression and pulling forces, inspect
(c) Wear, cracks, deformation of it for wear or damage.
intermediate draw bar
C. Bogie frames Cracks and looseness of frame ○ If leading bogie at the front of the
assembly and attached parts locomotive and the bogies at the rear
that guide the locomotive in a curving
direction will cause the weight of the
locomotive to be borne by one section.
Therefore, inspect each part for
damage.
D. Center pin Wear, cracks or clearance of leading ・ At the center pin and center pin
bogie center pin and center pin guide guide for the single-axle bogie,
misalignment between the main
alignment frame and bogie will cause
lateral and rotational forces to be
applied when traveling on a curve, so
check for wear, clearance, etc.
E. Center plate and (a) Damage or wear of friction ・ Inspect the sliding parts that receive
side bearer surfaces. the car body weight for damage or
(b) Amount of lubricant wear.
appropriate.
F. Restoring device Wear or cracks on roller, roller frame, ○ The restoring device is what usually
shaft retainer, swing bolster, swing centers the leading and following
heart block, heart block bracket, ring bogies. Inspect its components for
and centering rod. wear or cracks.
G. Driving wheel (a) Wear or cracks to axle box, axle ○Inspect the driving wheel box, which
axle box box wedge, axle box wedge bolt or receives the weight of the body and
oil pan. impact load during travel, for cracks or
(b) Mounting condition of driving wear. Check the contact surfaces and
wheel spacing.
(c) Clearance between bearing metal
and journal (Measurement)
363
common items )
I. Running H. Axle box and axle (a) Damage, wear, discoloration and ○ Inspect the condition of the axle
Gear, Car box guard clearance of bearings, etc. bearings and check that the amount of
body, etc. (b)Amount of lubricant and lubricant is appropriate in order to
contamination. prevent heat from a defective bearing
(c)Clearance between axle box guard from causing an axle to break, resulting
and axle box (Measurement) in a major accident such as a
derailment.
○ Make sure that the amount of
clearance between the axle box guard
and the axle box is proper since this
will affect curving performance,
hunting motion and wheel unloading,
etc., due to (tracking performance on
curves, hunting and gear) axle box
sticking.
I. Wheels and axles (a) Damage to tread surface of wheel. ○ From the standpoint of preventing
(b) Profile of wheel (Measurement) abnormal vibration and hunting
(i) Wheel diameter or tire thickness motion, inspect the tread for damage
(ii) Flange thickness and height and measure the profile of the wheels.
(iii) Back gauge ○ Perform flaw detection to check the
(3) Damage to axles (Flaw detection) condition of axles since the damage to
a wheel set can cause a broken axle
that could result in a major accident
such as a derailment.
J. Spring rigging (a) Spring damage, wear or ○Inspect the spring rigging that
deformation absorbs impact from the wheels during
(b) Wear and deformation of spring travel for damage, wear or
hanger, spring center hanger, deformation.
equalizer beam, spring seat and
spring housing
(c) Wear or deformation of pin or
bushing
(d) Damage of hanger pin of
secondary spring
K. Obstacle deflector Wear, deformation and mounting ○ As obstacle deflectors and snow
condition of body. plows are extremely close to the
bottom section of the rolling stock
gauge, there is potential for contact
with gravel, etc., which could result in
damage, etc., Therefore, inspection
L. Sanding device Damage, wear, deformation and ○ The sanding device is mounted to the
mounting condition of main unit. bogie frame and can be affected by
vibration. In addition, as it is
mounted near the rolling stock gauge
of the carbody, there is the danger that
the sanding device could become an
rolling stock gauge.
364
common items )
I. Running M. Water sprinkler Leakage for cocks, pipings or joints ○ On sprinkler devices used to lower
Gear, Car to rail the friction coefficient between the tire
body, etc. flange and rail at curves, inspect the
cock, piping and joints for leakage.
N. Underframe Deformation, wear, cracks or ○ Inspect the bogie frames for the
looseness of underframe tenders for deformation, cracks,
looseness, etc.
O. Water tank Corrosion, cracks, mounting ○ The water tank, which supplies water
condition and leakage to the boiler, is susceptible to corrosion
and damage from the movement of the
water. Therefore, inspect for
corrosion, cracks and leakage. Check
II. Power A. Boiler (1) (a) Corrosion, cracks, blistering or ○ There is a barrier of water between
generation and Fire scale on the fire box exterior plate, the inner and outer fire boxes that is
system attached box rear plate, throat plate, side and rear subject to loads from high heat and
devices plate of inner fire chamber, ceiling expansion. Therefore, inspect for
plate and fire chamber pipe plate. corrosion from the water and steam,
(b) Corrosion, cracking or blistering the formation of scale, distortion,
of overlapped plates deformation, etc.
(c) Cracks or deformation of bottom
plate
(d) Leaking air or damage of arch
pipe
(2) (a) Leaking air or damage ○ The braces provide the reinforcement
Braces (b) Clogging or damage of telltale for preventing deformation of the
hole boiler due to the high heat and pressure
between the inner and outer fireboxes.
Therefore, inspect for damage, etc.,
and if a brace has become bent, inspect
the telltale hole for signs of water
seepage.
(3) Corrosion, cracks, or leakage (Water ○ Hot combustion gases pass through
Heat pressure test) the heat exchanging pipe and outer
exchan section comes in contact with the
ging steam boiler, inspect the heat
pipe exchanging pipe for corrosion and
cracks.
○ Use a water pressure test to check for
leaks.
(4) Wear or leakage of threaded sections ○ The melt-activated plug, which is
Melt-a used to prevent, empty firing. Inspect
ctivate the threaded sections for wear. Check
d plug for leaks. Confirm the condition of
the lead.
(5) Leakage of threaded sections ○ Inspect the threaded section of the
Washi washing port plug, which is used for
ng port cleaning the inside of the fire box, for
plug leaks or corrosion.
(6) (a) Corrosion, cracks, or leakage of ○ The boiler body is made by bending
Boiler body plates copper plates into cylindrical shape and
body (b) Corrosion, cracks, or leakage of riveting. As this structure is exposed
each steam pipe to water and steam pressure, inspect its
condition.
○ As the steam pipes are exposed to
water and steam pressure, inspect them
for corrosion, cracks or leaks.
365
common items )
II. Power A. Boiler (7) (a) Damage, deformation or corrosion ○ In the fire box, air is introduced to
generation and Smoke of smoke chamber front plate, smoke enhance the combustion of the coal and
system attached Chamb chamber door or smoke chamber this dramatically affects the air flow of
devices er body the chimney. As there are many
(b) Sealing condition of door moving parts and many of the
(c) Air leakage from discharge pipe components are exposed to high
and penetrating sections of the main temperatures and steam, inspect the
steam pipe condition of each of them.
(d) Corrosion, cracks, blistering or ○ Use a water pressure test to check for
leakage of smoke chamber pipe plates leaks in superheater pipe.
(e) Looseness of discharge nozzle
(f) Corrosion or damage to spark
guard and reflecting plate
(g) Damage and mounting condition
of blower nozzle and blower pipe
(h) Looseness, cracks, or leakage of
each superheater pipe header and
main steam pipe
(g) Corrosion, cracks, or leakage of
each superheater pipe (Water
pressure test)
(8) (a) Wear, mating, gaps, lift and ○ The control valve is the part that
Contro opening/closing operations of main controls the amount of steam supplied
l valve body, main valve, auxiliary valve, to the cylinders. As there are many
etc. valves and sliding parts, inspect for
(b) Wear or leakage of control valve wear, etc., and check their functions.
pulling rod in fitted insert section of
steam distribution chamber
(c) Valve lift action
(9) (a) Wear, cracks, or gaps in main ○ The safety valve is provided to
Safety body or valve prevent the boiler from being damaged
valve (b) Wear or damage to valve pushing by an abnormal rise in steam pressure.
rod end Inspect its condition.
(10) Wear or damage to main body or ○ The water supply pump that sends
Water valve water from the water tank to the boiler
supply and the blower valve that discharges
control water from the boiler are comprised of
valve valves, etc., which have sliding parts.
and Inspect the body and valves for wear or
blow damage.
off
valve
(11) Wear or damage to main body, steam ○ The injector is the device that mixes
Injecto valve, check valve, nozzle or cock steam and water and sends water from
r the water tank to the boiler. Inspect
the mating of the valves and the
condition of each nozzle and cocks.
(12) Wear or cracks to main body or valve ○ Inspect the mating of the stop valves
Stop and cocks used on the steam and water
valve pipes and check for damage.
and
cock
(13) (a) Wear or damage to upper cock ○ This instrument, which is connected
Water body, lower cock body, discharge directly to the boiler, is used for
level cock body, cock plug or nut inspecting the level of the water inside
gauge (b) Contamination or leakage of glass the boiler. Inspect the valves, body,
etc., for wear or damage.
366
common items )
II. Power A. Boiler (14) Damage, looseness wear or leakage ○ Inspect the condition of the stud bolt.
generation and Stud
system attached bolt
devices (15) (a) Damage or deformation of firebox The firebox door will receive impact as
Firebo opening frame, firebox door bracket, it is opened and closed during normal
x door etc. use. Inspect it for damage, etc.
(b) Damage to attached parts
(16) Damage or deformation ○ The fire grate is the part that shakes
Fire the burning coal, etc., and is therefore
grate exposed to high temperatures. Inspect
device it for damage or deformation and check
(Grate its operation.
equip
ment)
(17) (a) Wear, deformation and sealing ○ The ash box collects the ashes that
Ash condition fall from the fire grate and is also used
box (b) Condition of ash flow device to provide air flow for combustion.
Inspect the ash box for damage, check
the seal of the air and ash doors, and
check the links, etc., that are used for
operating the doors.
Condition of plate and leakage of ○ Conduct a water pressure test on the
heat exchanging pipe, brace, bottom boiler and check condition of the
frame, steam dome and attached parts various locations.
(Water pressure test)
B. (1) (a) Looseness and cracks of main ○ This is the section in which the
Cylinder Cylind body piston reciprocates and produces the
and its er (b) Damage of inner wall and power for traveling. Check the body,
attached looseness of bushing covers and the surfaces on which the
parts (c) Looseness, cracks, or wear of piston slides for damage, etc.
cover
(2) (a) Wear or cracks of cylinder or ○ This is the device that connects the
Bypass piston front and rear of the cylinder piston
pipe (b) Wear and expansion surplus of when switching from steam-fed
spring or piston ring operation to coasting, and comprises a
piston, cylinder, etc. Inspect sliding
parts for wear.
(3) Wear, cracks or mating of cylinder or ○ Inspect sliding parts of the bypass
Bypass piston cock for wear, etc.
cock
(4) (a) Wear or cracks to valve body or ○ The safety valve is provided to
Cylind valve prevent the piston, etc., from being
er (b) Wear or damage to pushing rod damaged if the pressure inside the
safety end cylinder becomes abnormally high.
valve (c) Spring damage Inspect the condition of the valve
contact surface and valve pushing rod
for damage.
(5) Wear, cracks, or opening/closing ○ This is the device that expels the
Cylind action of main body or valve condensed water from the inside of the
er cylinder and steam chamber. Inspect
drain the valve for wear and confirm its
cock opening and closing operation.
(6) Air (a) Wear or cracks to body or valve, ○ The air valve is used to introduce
valves etc. external air to the steam chamber
(b) Damage of cover or wire netting during coasting. Inspect it for
damage, etc.
367
common items )
II. Power B. (7) (a) Gaps, wear, deformation or ○ Both faces of the piston are exposed
generation Cylinder Pistons damage of piston rod or piston body to strong pressures, so inspect the
system and its (b) Sealing condition of taper section condition of the piston rod, piston
attached of piston rod and contact section of body, and leading rod support.
parts cock
(c) Cracks, wear or deformation of
main body, bearing metal and
wedge of leading rod support
(8) (a) Wear or damage of valve seat and ○ The steam chamber, which supplies
Steam interior wall of bushing and expels steam for the cylinder, has
chamb (b) Looseness of cover sliding surfaces on the valve body and
er inside wall of the bushing. Check
these for wear. In addition, inspect
the steam chamber cover as it is subject
to the same high temperatures and
pressures as the cylinder.
(9) Oil (a) Wear or damage of main body, ○ The oil pump that supplies oil to the
pump slider cylinder or crank shaft parts that the steam piston moves is
(b) Wear or damage of oil feeder comprised of sliding parts that wear.
valve body, plunger or piston Check the conditions of these parts.
(c) Damage to gear box, gears,
control screw, check valve, etc.
(d) Damage to each part of driving
device
(10) Damage to steam stop valve, oil ･ Inspect the friction type valves and
Sender control valve, oil nozzle, etc. oil nozzles used in the sender-feeder
oil for damage, etc.
feeder
C. Valve (1) (a) Wear or cracks of slide valve, ･ Inspect sliding parts of the bypass
device Slide strip or equalizer plate cock for wear, etc.
valve (b) Wear, cracks, deformation or gaps ･ In a piston valve, the piston ring and
and in valve frame or valve center rod inside of the cylinder and the valve rod
pistons (c) Mounting condition of valve and inside surface of the gushing have
center rod, gaps between main body sliding surfaces. Check these for wear.
and steam chamber bushing
(d) Wear, damage or deformation of
piston valve body and valve center
rod
(e) Clearance in ring fitting
(f) Looseness in ring anti-slack screw
(2) (a) Wear or deformation of valve ○ The linkage that moves the piston
Link center rod cross head or valve center valve, etc., of the steam chamber,
device rod cross head slider including the control ring and the
(b) Wear or deformation of control reverser, are comprised of sliding parts.
ring or control ring slider Inspect each part for wear or damage.
(c) Wear or deformation of return
crank
(d) Wear or deformation of reverse
screw and reverse screw slider
(e) Wear, damage or deformation of
eccentric rod, radial rod, combination
lever, connecting link, reverser shaft,
reverser rod, etc.
(f) Wear or damage of eccentric
bushing
(g) Mounting condition of bolts
(h) Wear or damage to pins
368
common items )
III. Power A. Cross heads (a) Wear or damage of main body, ○ The cross head transmits the power
transmission slider metal or cross head pin, etc. generated by the piston to the main
device (b) Clearance between cross head connecting rod as well as guides the
slider metal and slider rod linear motion of the piston. It is
(c) Reciprocal sealing among cross comprised of sliding parts and pins and
head pin hole, cross head pin tapered is subject to large forces. Inspect for
section and wedge bushing even wear and clearance.
(d) Mounting condition of cross head
B. Slider rod (a) Damage or wear of body ○ Inspect sliding parts of the slider rod
(b) Cracks on slider rod bracket that cross head slides for wear.
(c) Mounting condition of slider rod Check its mounting condition.
C. Main connecting (a) Deformation or cracks of main ○ The main connecting rod connects
rod body the cross head and driving wheel and
(b) Wear of fitting sections of bracket changes the reciprocal movement of
metal the piston into rotational movement for
(c) Sealing condition of frame or the driving wheels. Therefore, it is
wedge subject to extreme loads. In addition,
the bracket metal is subject to high
speed rotation, so inspect it for wear,
etc.
D. Coupling rod (a) Deformation or cracks of main ○ The coupling rod connects the main
body driving wheels with the crank pins of
(b) Wear of fitting hole or forked the all other driving wheels. Inspect
section the coupling rod, which transmits
rotation from the main connecting rod
to all axles, for deformation caused by
the driving force or wear on the forked
section.
E. Knuckle pin (a) Deformation or damage of main ○ Inspect the knuckle pin, which
body connects the coupling rods, for
(b) Reciprocal sealing among deformation and check the seal for the
coupling rod knuckle pin hole, elbow hole on the coupling rod side.
pin tapered section or wedge ring
F. Crank pin (a) Looseness, wear, damage or ○ The crank pin is the part that is
deformation of main body linked to the main connection rod and
(b) Crank pin deviation coupling rod to transmit driving force
(Measurement) to the wheels. Measure it for deviation
and inspect the sliding parts for wear
or deformation.
IV. Brake A.. (1) (a) Wear, cracks, deformation of ○ The foundation brake rigging uses
device Foundatio Levers, levers and rods the principle of leverage to increase the
n brake Rods, (b) Damage or wear of movable or force from the brake cylinder to proper
rigging etc. sliding parts level and apply it to the brake shoe.
Inspect movable and sliding parts of
the levers and rods for wear, damage,
etc.
(2) (a) Damage, cracks or wear of inner ○ Inspect the inner surface of the brake
Brake surface of cylinder, and pistons cylinder, piston, etc., for damage,
cylinder (b) Amount of lubricant cracks or leaks.
B. Hand brake (a) Damage or wear of movable or ○ On the hand brake, inspect the
device sliding parts movable parts of the hand brake and
(b) Function the sliding parts for damage; check the
369
common items )
IV. Brake C. Air (1) (a)Damage or wear of movable or ○ Inspect the movable and sliding parts
device brake Brake sliding parts of the brake valve, etc., for damage,
device valve (b) Valve and valve seat contact and deformation and wear. Check the
spring damage contact between the valve and valve
(c) Damage, degradation or seat. After assembling, perform an air
deformation of diaphragm and tightness test to check for leaks.
packing
(2) Air (a) Wear or damage of steam ○ Air compressors that produce
compre cylinder, air cylinder, piston, etc. pressurized air by using steam for air
ssors (b) Clearance between cylinder and brakes and other devices have many
piston parts that will wear because of sliding.
(c) Wear or damage of steam Inspect the condition of these parts.
chamber, steam valve, reverser valve,
reverser rod, air valve, etc.
(d) Oil volume, leaking air, leaking
oil
(3) According to IV-C (1). ○ The pressure governor automatically
Pressur controls the operation of the air
e compressor. Inspect the moving and
governo sliding parts for wear. After
r assembling, perform an air tightness
(4) According to IV-C (1). ○ For the supply air valve and pressure
Supply reducing valve, inspect the valve,
air valve seat, spring, diaphragm, etc., for
valve damage or leaks.
and
pressure
reducin
g valve
(5) According to IV-C (1). ○ For the distribution valve, inspect
Distribu the valve, valve seat, spring,
tion diaphragm, etc., for damage or leaks.
valve
(6) Air Corrosion and mounting condition of ○ Inspect air tanks holding large
tank body or protective hardware amounts of pressurized air for
corrosion or leakage.
piping, of air pipe, hose or strainer. etc., for leakage, blockage, or damage.
cocks.
D. Steam brake (a) Wear or crack to inner wall of ○ Inspect the inner surface of the brake
device cylinder, piston, piston ring and cylinder, piston, etc., for damage,
piston rod and damage to spring cracks or leaks.
(b) Air leakage or wear at brake valve
and valve seat contact
V. Other A. Whistle device Damage, contamination and ○ For whistles that are used as an
devices mounting condition of each section. alarm or signal during operation,
inspect for damage and check their
mounting conditions to confirm they
will operate properly when used.
B. Various display Damage and mounting condition of ○ For display devices, inspect each
devices each section. part for damage and check their
mounting condition.
370
common items )
V. Other C. Instruments (a) Damage and mounting condition ○ Inspect for pressure gauge,
devices of body speedometer, etc., for damage and
(c) Function of speedometer
(Measurement)
(d) Function of voltmeter
Autom wear of body, lock, joints, pins, etc. the coupler faces must be correct in
atic (b) Inner surface distance of elbows order to ensure the proper coupling
coupler and guide arm (Measurement) space between the car bodies.
(c) Functions Therefore, inspect the body, lock,
joints, pins, etc., for cracks, damage,
measure the distance between the inner
surface of the knuckle and arm.
(2) Damage, wear, deformation and ○ In order to prevent uncomfortable
Buffer mounting condition of frame, buffer shock due to pulling or compression of
device spring, follower plate, follower guide the space between the cars when they
start and stop, inspect the frame,
spring, rubber, etc., of the buffer
device for damage, wear or
deformation and check the mounting
condition.
(3) Damage, wear, deformation and ○ Inspect the shank guide on the car
Shank mounting condition body side of the coupler body for
deformation.
(5) Damage or degradation of hoses, ○Inspect water supply hose for
Water packing, etc. leakage, blockage, or damage.
supply
hose
E. (1) Damage, contamination and ○ Inspect for damage, contamination
Automatic Onboar mounting condition and check mounting condition of each
train stop d section of the on-board antenna and
device antenn receiving coil.
a
(2) Damage and mounting condition of ○ Inspect main body for damage and
Main each section. check mounting condition.
body
(receiv
er,
logic
section
, power
supply)
371
common items )
V. Other F. Lighting devices (a) Wear or damage turbine frame, ○ Inspect each part of the generating
devices shaft, bearing, rotating wheels, speed device for wear or damage. Perform
governor, piston valve, valve cage, a rotating test.
etc. ○ Inspect the lighting devices, wires
(b) Wear or damage to generator and attached parts for damage,
frame, cover, bearings, armature field contamination and check mounting
coil condition of each section.
(c) Wear, damage or looseness of ○ For insulation characteristics,
brushes, brush holders and perform an insulation resistance test.
commutator surface
(d) Rotating characteristics (Rolling
test)
(e) Contamination, damage and
mounting condition of lighting
fixtures, globes, lenses, reflector
mirrors, receptacles and switches
(f) Damage and mounting condition
of wires, joint boxes and other
attached parts
(g) Insulation characteristics
(Insulation resistance test)
G. Operating Damage and mounting condition of ○ Inspection for damage and checking
condition recording each section. mounting condition of each section.
device
372
(a) Mounting condition of each unit of equipment. ○Perform an inspection.
(b) Car body tilt (Measurement) ○ Measure the distance from the top of the track to the
reference point on the underframe and confirm that it is within
the stipulated range.
(c) Height of obstacle deflector, sanding pipe and water ○ After measuring, adjust to stipulated height.
sprinkler to rail (Measurement)
(d) Condition of fired equipment, etc. ○Raise the steam pressure and check the operation of boiler
(i) Function of boiler safety valve and cylinder safety safety valve and the cylinder safety valve.
valve ○ Check the function of the injector.
(ii) Mounting condition of injector and air leakage of pipe ○ Check the function of the by-pass pipe.
joints ○ Readjust the reverser.
(iii) Injector temperature and action of water leveler and ○ Send steam to the cylinder and steam chamber and check for
water filler leaks.
(iv) Action of bypass pipe
(v) Air leakage of bypass valve air piston
(vi) Mounting condition of reverser
(vii) Air leakage of cylinder and steam chamber
(e) Leakage of air brake control device (Measurement) ○ Conduct an air leak test using the pressure gauge for the
brake device and general air devices to check that these are
(f) Functions of brake device ○ Operate the brake valve handle, etc., to check the reaction
speed, brake cylinder pressure, and operation of the function
brake device.
(g) Capability of compressor and function of pressure ○ Check for abnormal noises, that the time to rise to the
governor stipulated pressure is within the stipulated time and that
switching takes place at the stipulated pressure.
(h)Function of whistle device ○ Check the function of the whistle.
(i) Function of each display device ○ Check the function of each display device.
(j) Insulation characteristics of electrical circuits (Except ○ Perform an insulation resistance test.
resistance test)
(k) Height of coupler (Measurement) ○ Measure the distance from the top of the track to the center
(l) Operating characteristics and functions of automatic train ○ Confirm that the device operates at the specified speed
stop device, etc. verification points, etc.
(m) Lighting function of lighting devices ○ Check the conditions of the lights.
373
3. Test operation
○ Form the rolling stock into a train, perform test operation and confirm the function of various equipments.
(a) Starting, accelerating and decelerating performance ○ Check the forward/reverse performance.
(b) Condition at time of cut-off ○ Check condition during coasting operation.
(c) Combustion condition during air feeder operation, air ○.Combustion condition during air feeder operation, air flow
flow condition and pressure elevation functions of steam condition and pressure elevation functions of the steam. ①
(d) Air and water supply and air leakage at piston rod ○ If condensate accumulates, it will cause water hammering, so
packing check if condensation has occurred due to the drain valve. ②
○ Check for steam leakage from piston rod packing.
(Reference)
[Water hammering phenomenon]
Generally, water hammering is "the phenomenon of changes in
pressure inside the piping due to rapid changes in the flow
speed in the piping." On steam locomotives, the water that has
been condensed in the cylinder is pushed by the piston and this
could cause damage to the piston or cylinder.
(e) Main functions of brake device ○ Check the operation of the service brake and emergency
brake.
(f) Abnormal noise and swaying ○ Check for abnormal noises from sliding and rotating parts
(g) Indication condition of instruments ○ Check the display condition of the speedometer, pressure
gauge, voltage gauge, etc.
(h) Heat or leakage of bearings and movable parts after test ○ Check for abnormal heat and oil leaks.
operation
(i) Function of operating condition recording device ○ Check the functions of operating condition recording device.
374
(No. 4): Items and Methods for Periodic Inspection (Passenger cars, freight cars and baggage cars)
common items )
I. Running A. Bogies (1) (a) Deformation, cracks or corrosion ○ Based on the type of bogie, the
Gear, etc. Bogie of frame assembly, swing bolster, operating conditions of the train and
frame equalizer, etc. running conditions, inspect the bogie
and (b)Damage or wear of sliding part frame, swing bolster, travtive device,
swing (c) Damage or wear of swing bolster etc., for deformation, cracks, corrosion
bolster hanger and swing bolster pin. or damage.
(d) Damage or defect of air ・ Inspect sliding parts for damage or
reservoir wear.
・ On the tilting bogie, perform a flaw
detection test on the (pendant) tilting
rollers that directly receives the weight
of the carbody in order to assess the
extent of any damage.
(2) (a)Damage or wear of friction ・ Inspect the sliding parts that receive
Center surfaces. the car body weight for damage or
plate (b) Amount of lubricant wear.
and ・ On parts that use lubricant, check
side that the amount of lubricant is
bearer appropriate.
(3) (a) Damage, wear, discoloration and ○ Inspect the condition of the axle
Axle clearance of bearings, etc. bearings and check that the amount of
box (b) Contamination and amount of lubricant is appropriate in order to
and lubricant. prevent heat from a defective bearing
axle (c)Clearance between axle box guide from causing an axle to break,
box and axle box (Measurement) resulting in a major accident such as a
suspens derailment.
ion ・ On pedestal type bogies, make sure
sticking.
(4) (a) Damage to tread surface of wheel. ○ From the standpoint of preventing
Wheels (b) Profile of wheel (Measurement) abnormal vibration and hunting
and a: Wheel diameter or tire thickness motion, inspect the tread for damage
axles b: Flange thickness and height and measure the profile of the wheels.
c: Back gauge ○ Perform flaw detection to check the
condition of axles since the damage to
(3) Damage to axles (Flaw detection)
a wheel set can cause a broken axle
that could result in a major accident
such as a derailment.
(5) (a) Spring damage, wear or ○ The reduction of damping force due
Spring deformation to air leakage or oil damper leakage
rigging (b) Oil damper function or oil leakage that has been caused by a broken metal
and (c) Level controlling valve and spring or damaged air spring will result
dampin differential pressure valve of air in the loss of vibration damping action
g spring, etc., shall be according to from the bogie to the car body. As
device IV-B (1). this increased vibration can cause car
dampers.
・ Perform an inspection of valves for
with the rolling stock gauge.
375
common items )
II. Brake A. (1) (a) Wear, cracks, deformation of ○ On the foundation brake rigging,
device Foundatio Levers, levers and rods inspect the condition of the levers and
n brake Rods, (b)Damage or wear of movable or rods as well as the pins, bushings,
brake etc. sliding parts cotter pins, etc., and adjust play, etc.,
rigging as the foundation brake rigging
receives repeated tensile and
compressive loads and directly
receives wheel vibration acceleration
during braking.
unevenness, etc.
(2) (a) Damage, cracks or wear to inner ・Inspect the inner surface of the brake
Brake surface of cylinder, pistons and cylinder, piston, etc., for damage,
cylinde rubber bellows cracks or leaks.
r, (b) Amount of lubricant ・ Inspect the rubber of the diaphragm
includi for contamination, damage or
ng deformation; check the mounting
brake condition.
diaphra
gm
(3) (a) Damage, wear or deformation of ○ On the automatic slack adjuster,
Autom each part inspect the inside of the adjuster for
atic (b) Function damage or wear. In addition, inspect
slack the rubber used for dust protection for
adjuste deterioration.
r
B. Hand brake (a) Damage or wear of movable or ○ On the hand brake, inspect the
device (including sliding parts moving parts of the chain wheel and
foot brake) (b) Function the sliding parts for damage; check the
○ On the foot brake, inspect the
moving parts of the linkage and the
sliding parts for damage; check the
mounting condition. In addition, step
on the pedal and check its operation.
C. Air (1) (a) Damage or wear of movable or ･ On the brake valve, inspect the
brake Control sliding parts valves, rings packing, etc. used for
control valve (b) Valve and valve seat contact and self-lapping section, shafts, sliding
device (includi spring damage parts, etc., for damage or wear. In
ng (c) Damage, degradation or addition, after assembling, perform an
relay deformation of diaphragm and air tightness test to check for leaks.
valve, packing ・ If there is a device that has been
conduc made electronic, inspect it according to
tor's its use on the car.
valve,
etc.)
(2) According to II-C (1) ･ On the load compensating device,
Load inspect the valves, rings packing,
compe springs, etc. used for shafts, sliding
nsating parts, etc., for damage or wear. After
device assembling, perform an air tightness
(includi test to check for leaks.
ng load ・ If there is a device that has been
sensing made electronic, inspect it according to
valve) its use on the car.
376
common items )
III. General A. Power (1) (a) Damage and mounting condition ○ Inspect each part of the axle
electric supply Axle of each section. generator for damage; inspect its
devices devices generat (b) Function mounting condition and confirm that it
and or (c) Insulation characteristics functions as an electric generator. In
motors device (Insulation resistance test) addition, conduct insulation resistance
test.
(2) (a) Damage or wear of each part ○ This is used as the service power for
Engine (b) Engine starting and stopping the air conditioner, heater, etc. Inspect
and functions each part for damage or wear. When
attache (c) Abnormal noise, vibration, heat or checking the function of the engine,
d leakage from each part listen for abnormal noises or vibration
devices (d) Mounting condition of and check for abnormal heat or
intake/exhaust device, fuel device, leakage. Check the mounting
fuel control device, lubricator, condition of each device.
(e) Functions
(3) (a) Damage to each section ○ Inspect each part of the generator for
Genera (b) Function damage and check its generating
tor and (c) Insulation characteristics capabilities to ensure that it meets its
motor- (Insulation resistance test and requirements as an electric generator.
driven dielectric strength test) In addition, perform insulation
blower resistance test and dielectric strength
test.
○ Disassemble the electric-powered
blower, electric motor and other such
parts and inspect them.
Excitati each section. mounting condition of each section.
on
regulat
or
(5) (a) Mounting condition ○ Check the mounting condition of the
Auxilia (b) Insulation characteristics auxiliary transformer. As electrical
ry (Insulation resistance test and insulation deteriorates over time,
transfor dielectric strength test) perform an insulation resistance test
mer and dielectric strength test.
(6) (a) Mounting condition of each ○ As the rectifier is an electronic part,
Rectifi section. check its mounting condition, confirm
er (b) Function its function and perform insulation
(Includ (c) Insulation characteristics resistance test.
ing (Insulation resistance test)
charger
device)
(7) (a) Corrosion, damage and mounting ○ For the battery, which supplies DC
Battery condition of jumper, terminals, etc. power to the equipment for operation
(b) Specific gravity and amount of and for ensuring the safety, etc., of the
electrolyte passengers when there is a power
outage, inspect the main body,
terminals, etc., for corrosion or
damage; also inspect mounting
condition, etc.
○ In addition, check that the specific
gravity and level of the electrolyte are
within their prescribed ranges as these
can change over time and cause a
decline in performance.
377
common items )
III. General B. Relays, (1) (a) Contamination or damage of ○ Inspect the fuses for discoloration
electric Solenoid Fuses, contact section and check the condition of the contact
devices valve, switche (b) Mounting condition because if the contact condition of the
Wiring s, etc. clamping of the fuse is bad, it may
become hot and change its interruption
characteristics.
non-fuse breakers.
(2) (a) Contamination or damage to ○ Inspect the contactor that opens and
Contact insulation closes the circuits for damage, the
ors and (b) Damage of movable or contact condition of the wipe, the condition of
relays parts wear of each part, the contact
(c) Mounting condition of each condition, etc., as well as perform a
section. test operation.
(d) Functions ○ Check the contact points of relays
for damage and also perform an
operation test.
Solenoi (b) Valve and valve seat contact and insulation, broken wires, burnout of
d valve valve lift coil, valve lift, deformation of the
(c) Mounting condition of each valve seat, etc. Check the operating
section. condition.
(d) Functions
(4) (a) Damage and mounting condition ○ Inspect wires for damage, check
Wiring, of wires, junction boxes and other mounting condition and perform
etc. attached parts insulation resistance test. In addition,
looseness, etc.
IV. General A. Air (1) Air (a)Motors shall be according to III-A ○ Inspect the wear condition of the air
pneumatic compresso compre (3) compressor because there are many
devices rs and ssors (b) Damage or wear of each part parts that become worn by rotation or
attached (c) Oil volume, leaking air, leaking sliding.
component oil ・ On reciprocating air compressors,
s (d) Functions check the sealing characteristics of
cylinder and crank chambers as a set.
In addition, align the valve and valve
seat and check each part for its sealing
characteristics. Also, inspect the oil
level and air filter. Clean the cooling
fins.
inspect the oil level and oil filter. Clean
the cooling fins.
or wear. Supply the proper amount of
oil and perform a test operation to
378
common items )
IV. General A. Air (2) (a) Damage or wear of each part ○ Inspect the moving parts, contactor.
pneumatic compresso Pressur (b) Function etc., on pressure governors, pneumatic
devices rs and e pressure switches, etc. After
attached govern assembling, perform an air tightness
component or and test. Also test the functions and
s safety operating characteristics.
valve ・ Perform a function test on electric
type pressure governors.
B. Valves, (1) (a) Valve and valve seat contact and ○ For the pressure reducing valve,
Air tank, Pressur spring damage inspect the valve, valve seat, spring,
Wiring, e (b) Damage, degradation or diaphragm, etc., for damage or leaks.
etc. reducin deformation of diaphragm or packing
g (c) Functions
valve,
etc.
(2) (a) According to IV-B (1) ○ Inspect the valve, valve seat, spring,
Other (d) Electric parts shall be according diaphragm, etc., for damage or leaks.
valves to III-B.
(3) Air Corrosion or mounting condition of ○ Inspect air tanks holding large
tank body or protective hardware amounts of pressurized air for
corrosion, damage or leakage.
piping, of air pipe, hose and strainer. etc., for leakage, blockage, or damage.
cocks.
V. Car body A. Underframe (a) Damage, deformation, cracks, or ○ Inspect underframe for damage,
and car corrosion of beams, hanger beam, etc. deformation, cracks, or corrosion of
rooms beams ,hanger beam, etc.
B. Interior/exterior (a) Damage or corrosion of ceiling, ○ Inspect the flooring, seats, curtains,
of car rooms floor, outside plate, interior panels, luggage racks, hand straps, sun visors,
gangway foot-plate. crossover plate, gangway bellows,
of window, gangway bellows, seats deformation, damage or contamination.
and other amenity parts ○ Inspect the paint coating for
(c) Damage and mounting condition contamination or peeling.
of sliding doors, drop down side
doors, hinged doors, locks, etc.
(d) Contamination or peeling of paint
coating
(e) Damage, corrosion or mounting
condition of tank and other devices
and equipment
condition of ventilators, air corrosion of the roof steel sheets,
conditioner covers and gutters damage, deterioration because these
can lead to water leakage, etc.
379
common items )
V. Car body D. Automatic door (a) Damage, wear, deformation and ○ Inspect the door engine operating
and car engine operating mounting condition of door engine, device for contamination, damage,
rooms device (Including arms, links, rollers and slide metals wear or deformation of moving parts;
door closed security (b) Electric parts for solenoid valves, check the mounting condition.
device) door closed switch, door closed ・ On pneumatic operated door engine
security device shall be according to device, inspect the various air ports
III-B. because old oil or rust can adversely
(c) Leaking air, leaking oil from door affect the door opening and closing
engine, air pipes, etc. characteristics.
E. Lighting devices (a) Damage and mounting condition ○ Inspect the lights and lighting
of lights and lighting fixtures fixtures for damage and check
(b) Contactor is according to III-B mounting condition.
(2).
VI. Other A. Sign, (1) Damage, contamination and ○ For whistles that are used as an
devices communic Sign mounting condition of each section. alarm or sign during operation or
ation and device emergency alarm devices that are used
public (includi by passengers to contact the crew
address ng during times of emergency, inspect for
device emerge damage and check their mounting
ncy conditions to confirm they will operate
alarm properly when used.
device)
(2) Damage and mounting condition of ○ For communication devices and
Comm each section. public address systems that are used to
unicati provide general guidance as well as
on and instructions, etc. during times of
public emergency, inspect for damage and
address check their mounting conditions to
device confirm they will operate properly
when used.
B. Various display Damage and mounting condition of ○ For display devices, inspect lights,
devices lights, lighting fixtures, etc. light fixtures, etc., for damage and
check their mounting condition.
C. Instruments (a) Damage and mounting condition ○ Inspect for pressure gauge,
of body speedometer, etc., for damage and
(c) Function of electrical instruments
(voltmeter, ammeter, etc)
Autom wear of body, lock, joints, pins, etc. the coupler faces must (by) be correct
atic (b) Inner surface distance of elbows in order to ensure the proper coupling
Couple and guide arm (Measurement) space between the car bodies.
r (c) Functions Therefore, inspect the body, lock,
joints, pins, etc., for cracks, damage,
measure the distance between the inner
surface of the knuckle and arm.
(2) Damage, wear, deformation and ○ In order to prevent shock due to
Buffing mounting condition of frame, buffer pulling or compression of the space
and spring, follower plate, follower guide between the cars when they start and
draw stop, inspect the frame, buffing spring,
gear follower plate, follower plate guide,
380
common items )
VI. Other D. Coupler (3) Damage, wear, deformation and ○ Inspect the shank guide on the car
devices Shank mounting condition body side of the coupler body for
deformation.
(5) (a) Contamination or damage to ○ On electric couplers that enable easy
Electric body, insulation, jumper coupler connecting or disconnecting of the
coupler wires, etc. electrical circuits when cars are
(b) Function coupled or uncoupled, inspect the main
body, insulation and jumper wires for
coupler.
E.. Container locking Damage, wear, deformation and ・ Inspect the fastening hardware for
device mounting condition of each unit. anchor-type containers wear and
deformation by opening and closing
them repeatedly. Check the knuckles,
keys, release linkage, etc., for wear or
deformation. Check their mounting
condition and function.
・ For corner type retention systems,
check the corner hardware brackets,
twist levers, handles and link bars.
381
(b) Leakage of air brake control device and general air ○ Conduct an air leak test using the pressure gauge for the
devices (Measurement) brake device and general air devices to check that these are
(c) Functions of brake device ○ Operate the brake valve handle, etc., to check the reaction
speed, brake cylinder pressure, and action of the foundation
brake rigging.
(d) Insulation characteristics of electrical circuits (Except ○ Perform an insulation resistance test.
resistance test and dielectric strength test)
(e) Car body tilt and side bearer clearance (Measurement) ○ Measure the distance from the top of the track to the
bottom of the side sill and confirm that it is within the
stipulated range.
○ On rolling stock with side bearers, measure the clearance
and confirm that it is within the stipulated range.
(f) Function of automatic door closing device ○ With the gauge clamped by the doors, confirm that the side
door closed indicator and the indicator in the crew
compartment come on. At the same time, check the operating
time and the opening and closing resistance. In addition,
check the operation of the door closed protection device.
(g) Lighting function of lighting devices ○ Check that the various lighting and marker lights come on.
(h) Function of sign communication and public address ○ Check sound quality and volume of whistles, buzzers and
devices the public address equipment.
(a) Function of each display device ○ Check the operation and display of the front car indicator
displays.
(j) Height of coupler (Measurement) ○ Measure the distance from the top of the track to the center
(k) Wheel load condition (on freight cars and baggage cars, ○ Directly measure the static wheel load and confirm that it is
this is limited to two-axle rolling stock using bogies with within the control range.
bogie frames having the same level of high torsional rigidity
as passenger cars as well as two-axle rolling stock with
higher torsional rigidity of car body) (Measurement).
3. Test operation
○ Form the rolling stock into a train, perform test operation and confirm the function of various equipments.
(a) Abnormal noise or swaying ○ Check for abnormal noises from sliding and rotating parts
(b) Heat or oil leakage of wheel axle bearing after testing ○ Check for abnormal heat and oil leaks.
382
(Reference)
Railway rolling stock inspection criteria (Special railways: New transport/monorail)

1. Single unit inspection
Critical parts/general inspection of regular railways (Railway rolling stock Critical parts/general inspection of Yurikamome (Automated transit system) Critical parts/general inspection of Tokyo Monorail (2000 Series)
inspection criteria, Attached Table No. 1)
1. A. Bogies (1) Bogie frame and swing bolster 1. A. Bogies (1) Bogie frame and swing bolster 1. A. Truck (1) Bogies
Running (2) Center plate and side bearer Running (2) Tires and wheels Running (2) Swing bolster
gear, etc. (3) Axle box and axle box suspension gear, etc. (3) Springs and other buffer devices gear, etc. (3) Center pin, center pan, sider bearer
system
(4)Wheels and axles B. Propulsion (1) Differential (4) Rubber tires, rims
(5) Springs and other buffer devices transfer device (2) Drive axle (5) Internal pressure detection device
(6) Obstacle deflector and snow plow (3) Propulsion axles and joints (6) Axle, axle box and axle bearing
(7) Sander (5) Parking brake (7) Buffer device
B. Propulsion (1) Gears C. Steering device (1) Guidance device (8) Grounding device
system (2) Gear box (2) Guide wheel and branch wheel (9) Sander
(3) Joints (3) Forward/reverse selection device B. Propulsion (1) Gears
(4) Grounding device (4) Obstacle deflector and snow plow system (2) Gear box
(5) Grounding device (3) Joints
2. Main A. Current (1) Pantograph (including bugle) Other 2. Main A. Current (1) Pantograph 2. Main A. Current (1) Main body of collector
circuit collection device attached devices circuit collection device (2) Friction plate circuit collection device (2) Friction plate
equipment (2) Current collector shoe and current equipment equipment B. Traction motors (1) Armature
(including collector shoe support (including (including
main B. Traction motors (1) Armature (including rotor) main B. Traction motors (1) Armature main (2) Stator
control (2) Frame, field, etc. control (2) Frame, field, etc. control (3) Bearing
circuit) C. Control circuit (1) Line breakers (including circuit circuit) C. Control circuit (1) Main controllers circuit)
equipment breakers) and Main contactor equipment equipment C. VVVF inverter (1) Solenoid contactors and relays
(2) Cam shaft, cam shaft operation (2) Main traction controller (2) Resistors
mechanism control (including control (3) Power supply DC power device
cylinder)
(3) Reverser, changeover (3) High-speed circuit breakers (4) Control circuit cut-out switch
(4)Traction controller (including direct (4) Main smoothing reactor AC reactor (5) Gate logic section
controller) (6) Fan units for each type of cooling
(5) Main resistors (including field
rheostats)
(6)Contactors (other than the main D. Main traction controller
contactor) and relays E. Control circuit (1) Circuit breakers (including bus line
equipment circuit breakers)
(7) Semiconductor device for main circuit (2) Power unit
(8) Semiconductor control device for main (3) Filter condensers panel
circuit
(9)Reactor and filter (4) Saturable reactor
D. Main (1) Main transformer (5) Filter reactor
transformer and (2) Main rectifier
attached (3)Reactor and filter
components (4) Tap switch
383
3. Brake A. Foundation brake (1) Lever, rods, etc. 3. Brake A. Foundation (1) Calipers and discs 3. Brake A. Foundation (1) Caliper main body and discs
device device (2) Brake cylinder (Including brake device brake device (2) Pneumatic-hydraulic converter device brake device (2) Brake pads
diagram) (3) Pneumatic-hydraulic converter
(3) Automatic slack adjuster (Including parking brake)
B. Hand-operated brake device
C. Air brake control (1) Brake valve (Including brake B. Brake control (1) Load compensating device, relay B. Brake control (1) Load compensating device, relay
device controller) device valve, etc. device valve, etc.
(2) Pipe seats, etc. (2) Load compensating adjustment device
(2) Control valves (Including relay (3) Solenoid valves
valves, conductor valves, etc.） (4) Pressure switch
(3) Electromagnetic straight air brake
controller and electro-pneumatic brake C. Brake operating device
controller (including converting device)
(4) Load compensating device D. Compressor control device
4. General A. Auxiliary power (1) Generator and electric blower 4. General A. Auxiliary power (1) Battery 4. General A. Auxiliary power (1) Battery
electric supply devices and (2) Electric power converter (Static electric supply (2) Auxiliary transformer electric supply devices and (2) SIV
devices auxiliary motors inverter) devices devices auxiliary motors
(3) Storage battery and charger (3) Rectifier (3) Induction motor for air compressor
B. Door operator (1) Conductor's switch, Door close switch
B. Relays, solenoids, (1) Auxiliary resistors B. Relays, (1) Semiconductors, (including elements, (2) Door close protection device
wiring, etc. solenoids, wiring, resistor bodies, etc.), fuses, switches, etc.
(2)Fuses, switches etc. (2) Contactors and relays C. Relays, (1)Fuses, switches, etc.
(3)Contactors and relays (3) Solenoid valve solenoids, wiring, (2)Contactors and relays
(4) Solenoid valve (4) Wiring, etc. etc. (3) Relays, solenoids, wiring, etc.
(5) Lightening arrestor (4) Lightening arrestor
(6) Wiring, etc.
5. General A. Air compressors (1) Air compressors 5. General A. Air compressors (1) Air compressors 5. General A. Air compressors
pneumatic and attached (2) Pressure adjuster, pressure switches, pneumatic and attached (2) Pressure adjuster, pressure switches, pneumatic B. Safety valve
devices components etc. devices components etc. devices
(3) Safety valve (3) Safety valve C. Dehumidifier
(4) Dehumidifier (4) Dehumidifier D. Hoses
B. Valves, air tanks, (1) Supply air valve and pressure B. Valves, air tanks, (1) Pressure reduction valve, etc. E. Pressure regulator valve
air piping, etc. reduction valve air piping, etc.
(2) Other valves (2) Other valves F. Air tanks
(3) Air tank (3) Air tank G. Windshield wiper
(4) Air piping, etc. (4) Air piping, hydraulic piping, etc.
6. Car A Underframe 6. Car A. Underframe 6. Car A. Underframe
body and B. Interior/exterior of car rooms body and B. Interior/exterior of car rooms body and B. Interior/exterior of car rooms
car rooms C. Roof car rooms C. Roof car rooms C. Roof
D. Automatic door operating device D. Automatic door operating device D. Door operator
E. Lighting devices E. Lighting devices E. Lighting devices
384
7. A. Signal, (1) Signal devices (Including whistles and 7. A. Signal, (1) Automatic public address devices. 7. A. Signal, (1) Signal devices (Including whistles and
Other communication and emergency alarm devices) Other communication and (2) Monitoring devices Other communication and emergency alarm devices)
devices onboard public (2) Communication and public address devices onboard public devices onboard public (2) Communication and public address
address devices. address devices. (3) Signal devices. (Including whistle address de
device (Including security communication device (Including security communication
devices.) vices.
facilities) facilities)
B. Operation display equipment B. Operation display equipment (3) Monitoring devices
C. Instruments C. Instruments B. Operation display equipment
D. Coupler (1) Automatic Coupler (Including pin D. Coupler (1) Semi-permanent couplers (Including C. Instruments
couplers) couplers in front of windows.)
(2) Buffer device (2) Buffer device D. Coupler (1) Semi-permanent couplers (Including
tight lock, supplementary supply devices.)
(3) Shank guide (3) Shank guide (2) Buffer device
(4) Air piping for coupler (4) Air piping for coupler (3) Shank guide
(5) Wiring for coupler (5) Wiring for coupler (4) Wiring for coupler
E. Automatic train (1) Onboard element and current collector E. Air conditioning (1) Cooler
stop device (including (2) High-speed detection device (Including unit (2) Heater E. Air conditioning (1) Cooler
automatic train brake tachometer-generator) unit
device, train selection (3) Main body (Receiver, speed check logic (3) Ventilator (2) Heater
device and automatic section and power supply section） F. Train Protection (1) Transmission and receiving antennas (3) Ventilator
train operation System (Train (2) High-speed detection device (Including F. Train Protection (1) Transmission and receiving antennas
device). detection, ATC, tachometer-generator) System (Train
ATO, data transfer, (3) Automatic train control device detection, ATC, (2) High-speed detection device (Including
etc.) (Including train detection device) ATO, data transfer, tachometer-generator)
(4) Automatic train operation device etc.) (3) Automatic train control device
(Including ATO, Station ATO and ATO data (Including train detection device)
transfer device.)
(5) Others (4) Others
F Operator (1) Train radio emergency alarm device
F. Operator (1) Operator abnormality train stop device G. Emergency stop (1) Train radio emergency alarm device abnormality train
abnormality train stop (Deadman device and EB device) device and stop device and (2) Operator abnormality train stop device
device and emergency emergency emergency (Deadman device)
protection device protection device protection device
(2) Emergency stop device (Operator H. Emergency (1) Slow down body (??) and attached
(2) Emergency protection device (TE
abnormality train stop device and evacuation device. fixtures
device)
emergency stop button) (2) Car body side arm
I. Operating condition recording device I. Operating condition recording device I. Operating condition recording device
385
Inspection Items for Regular Railways Inspection Items for Yurikamome (Automated transit system) Inspection Items for Tokyo Monorail (2000 Series)
(i) Mounting condition of equipment. (i) Height of guide wheel and obstacle deflector (i) Mounting condition of equipment.
(ii) Height of obstacle deflector and sander pipe (ii) Height of current collector friction plate (ii) Insulation characteristics of electrical circuits (Except circuits used
(iii) Operating function of current collector (iii) Height of coupler by battery, semiconductor, etc.)
(iv) Control circuit equipment control and protection operation (iv) Carbody tilt (iii) Operating function of current collector
(v) Insulation characteristics of electrical circuits (Except circuits used (v) Control circuit equipment control and protection operation (iv) Control circuit equipment control and protection operation
by battery, semiconductor, etc.) (vi) Insulation characteristics of electrical circuits (Except circuits used (v) Operating function of low voltage power supply
(vi) Functions of brake device. by battery, semiconductor, etc.) (vi) Function of automatic door operator
(vii) Leakage of air brake control device and general air devices (vii) Functions of brake device (vii) Lighting function of lighting devices
(viii) Capability of compressor and function of attached devices (viii) Leakage of air brake control device and general air devices (viii) Function of signal, communication and public address devices.
(including pressure regulator and safety valve) (ix) Capability of compressor and function of attached devices (ix) Operating function of air conditioning system (including
(ix) Carbody tilt (including pressure regulator and safety valve) ventilation fan)
(x) Function of automatic door closing device (x) Function of automatic door closing device (x) Operating characteristics and functions of automatic train control
(xi) Operation of lighting devices (xi) Lighting function of lighting devices device
(xii) Function of signal, communication and public address devices (xii) Function of signal, communication and public address devices (a) ATC
(xiii) Functions of each display device (xii) Functions of each display device (b) Train detection
(xiv) Height of coupler (xiv) Functions of air conditioning system (xi) Automatic public address device
(xv) Operating characteristics and functions of automatic train stop (a) Cooler (xii) Air spring height, side bearer, etc., gap
device and automatic train brake device. (b) Heater (xiii) Carbody tilt
(xvi) Function of operator abnormality train stop device and emergency (c) Ventilator (xiv) Height of coupler
protection device (xv) Operating characteristics and functions of automatic train control (xv) Capability of compressor and function of attached devices
device (including pressure controller and safety valve)
(a) ATC (xvi) Leakage of air brake control device and general air devices
(b) Train detection (xvii) Functions of brake device
(xvi) Operating characteristics and functions of automatic train (xvii) Start test
operation device
(a) ATO
(b) Station ATO
(c) ATO data transfer
(xvii) Function of train radio (with emergency alarm)
(xviii) Function of emergency stop device
386
3. Test operation
Inspection Items for Regular Railways Inspection Items for Yurikamome (Automated transit system) Inspection Items for Tokyo Monorail (2000 Series)
(i) Starting, accelerating and decelerating performance. (i) Starting, accelerating and decelerating performance. (i) Condition of traction motor rectifiers bearings
(ii) Main functions of brake device (ii) Main functions of brake device (ii) Starting, accelerating and decelerating performance.
(iii) Abnormal sounds and swaying (iii) Abnormal sounds and swaying (iii) Condition of equipment for main circuit (Heat, other
(iv) Indication condition of instruments (iv) Indication condition of instruments abnormalities)
(v) Function of automatic train operation device (v) Function of automatic train control device (ATC, train detection) (iv) Heat or oil leakage of wheel axle bearing
(vi) Condition of equipment, etc., after testing. (vi) Automatic train operation device (Including ATO, Station ATO and (v) Abnormal sounds and swaying
(a) Condition of bearings on traction motors ATO data transfer device.) (vi) Indication condition of instruments
(b) Condition of equipment for main circuit (vii) Functions of train radio (vii) Main functions of brake device
(c) Heat or oil leakage of wheel axle bearing (viii) Condition of equipment, etc., after testing. (viii) Operating condition of meters, relays
(vii) Function and operating condition recording device (a) Condition of bearings on traction motors (ix) Operating condition of door protection device
(b) Condition of equipment for main circuit (x) Condition of equipment, etc., after testing.
(c) Heat or oil leakage of wheel axle bearing (a) Mounting condition of each section.
(ix) Function and operating condition recording device (b) Condition of equipment for main circuit
(xi) Function and operating condition recording device
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2 Management of the Static Wheel Load of Rolling Stock:
Management of the static wheel load of the rolling stock based on the Approved Model Specifications 2
related to Article 66 of the Ministerial Ordinance shall be carried out by directly measuring the wheel
load at the time of the rolling stock’s shop-out.
Control of Static Wheel Loads of Rolling Stock

[Explanation]
Concerning the anti-derailment countermeasure in the Hibiya Line of Tokyo Metro, the Public Notice
dated 26th October, 2000 was issued, and each railway operator prepared implementation plans for
anti-derailment countermeasures based on the Public Notice and submitted them.
Among those, control of the ratio of wheel load unbalance of passenger cars was stipulated in the
Approved Specifications as the countermeasure for maintenance of rolling stock.
In addition to passenger cars, control of the ratio of wheel load unbalance for freight cars was stipulated
in the Public Notice dated 22nd June, 2004, and the Approved Specifications were revised.
※ Refer to the Public Notice “Anti-derailment Countermeasure When Running at Low Speed on Sharp
Curve”, 『Operation Scheduling of “Anti-derailment Countermeasure When Running at Low Speed on
Sharp Curve” and 『Additional Countermeasure, to “Anti-derailment Countermeasure When Running at
Low Speed on Sharp Curve” 』
[Ratio of Wheel Load Unbalance]

For one wheel set, the ratio is defined as twice the wheel load on one side divide by the total wheel load
of the axle. This ratio should be as close as possible to 100% for a good balance of wheel loads on both
wheels
Ratio of wheel load unbalances (Value of left-side wheel load on the left figure)
(Value of right-side wheel load on the left figure)
[Control Value of Ratio of Wheel Load Unbalance]

In order to avoid confusion with other control values, % is used as the unit of this ratio, and it is
expressed with the absolute value of a perfect load balance being100%. For example, a control value of
10% means that the ratio of load unbalance shall be controlled between 90% and 110%.
Control Value of Ratio of Wheel Load Unbalance (%)
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[Derailment Coefficient]
Between the wheel and the rail, “Wheel Load (P)” is the force which the wheel pushes the rail
downward, and “Lateral Force (Q)” is force that the wheel pushes the rail laterally. The ratio of Wheel Load
/ Lateral Force is Derailment Coefficient.
Q (Lateral force)
P (Wheel load)
[Safety Factor of Flange Climbing

The safety factor of flange climbing is an index of margin for derailment, and can be obtained from the
following formula. If this safety factor is 1.0 or more, it is considered that a reasonable level of margin is
secured for derailment.
Safety Factor of Flange Climbing = Critical Derailment Coefficient / Derailment Coefficient (Estimated
Derailment Coefficient) based on the formula to Estimate Wheel Load Lateral Force
[Estimated Derailment Coefficient]

It is acquired from the formula based on the theory of occurrence mechanism of wheel load and lateral
force and the data in curves which were decided in the Aircraft and Railway Accidents Investigation
Commission. It is a formula to estimate the influence on running properties caused by the difference of
rolling stock dimensions or rail conditions. It is expressed as a ratio of the estimated maximum lateral force
at the outside rail to the estimated maximum wheel load at outside rail.
[Critical Derailment Coefficient]

It is the minimum value (critical value) of the derailment coefficient when the flange of the wheel begins
to climb up, and is defined by the following Nadal’s formula which is acquired from the force balance at the
point of incipient derailment at the contact patch between the wheel and the rail:
Critical Derailment Coefficient = (tan α - μ) / (1 + μtan α)
where, α：angle between wheel/rail contact and horizontal surface (contact angle)
μ：coefficient of friction between rail and wheel
389
Q (Lateral force)
When derailment occurs, T > = μN.

Contact angle From this condition, the formula of critical derailment
coefficient can be acquired.
P (Wheel load)
[Change of Flange Angle]

From Nadal’s formula, as the angle of wheel/rail contact increases then larger critical derailment
coefficients can be obtained. Thus, the limit against derailment (hard to derail) is increased as the flange
angle is changed from 60° to 65° - 70°.
[Boundary Value of Safety Factor of Flange Climbing]

To err on the side of safety and in anticipation of uncertainties about various conditions, the judgment
boundary value of the safety factor of flange climbing shall be 1.2. This means that if the value is less than
1.2, precautions, e.g. installation of check angles (also known as guard angles), etc. shall be implemented.
[Relation between Estimated Derailment Coefficient and Ratio of Wheel Load Unbalance]
The control value for wheel load unbalance shall be within 10% for the static wheel load of rolling stock.
However, if it is unable to attain that even after adjustment, the estimated derailment coefficient shall be
controlled to be 1.2 or greater after accounting for conditions on the ground.
[(Ratio of Wheel Load Unbalance) Control Value for Each Kind of Rolling Stock]
There are various models of rolling stock, and big differences exist in the body structure, on-board
equipment, bogie type, etc. Based on those differences, the control value for ratio of wheel load unbalance
shall be decided for each rolling stock model.
[Direct Measurement of Wheel Load]

There have been some railway operators who implement the control for bogie twist and for dimensional
inaccuracies between car bodies and bogies with the control of axle spring liners and rubber isolators.
However, from now on the control of static wheel load shall be implemented with direct measurement.
[(Ratio of Wheel Load Unbalance) Control at Shop-out]

After large remodeling, general inspection and important inspection, etc. which may affect the change of
wheel loads, the ratio of wheel load unbalance shall be measured and adjusted before commercial operation.
During commercial operation, the ratio of wheel load unbalance may change by passengers boarding,
snow accretion in winter or by other factors. Those changes are accounted for with the safety factor of
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estimated Y/Q ratio, and the ratio of wheel load unbalance control during commercial operation is not
necessarily required.
Also, when the measurement of static wheel load is subcontracted to another company and the
deadheading to the subcontractor occurs after the general inspection, all relevant parameters concerning
bogies, car bodies and height of coupler center above rail level, etc. shall be adjusted in accordance with the
operator’s standard, to assure safety of the deadheading move.
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RM No. 148
RF No. 153
th
26 October, 2000
To: Each Local Transportation Director-General
From: Railway Director-General
Anti-derailment Countermeasure When Running at Low Speed on Sharp Curve
Regarding the derailment and collision accidents in the Nakameguro station yard on the Hibiya Line of
Tokyo Metro, based on the Public Notation “Implementation of Emergency Measures Based on Derailment
and Collision Accidents on Hibiya Line (17th March, RF No. 53)”, the check angles have been installed as
emergency measures for the time being. Further, a report concerning these accidents is submitted from the
Accident Investigation Commission as separately attached, and the countermeasure to prevent the
recurrence of the same accidents has been proposed.
As the following anti-derailment countermeasure (when running at a low speed on sharp curves) was
drawn up based on this proposal, you are requested to lead the railway operators falling under your
jurisdiction to ensure that they promptly devise the necessary countermeasures on the basis of this notice:
Description
1. Control of Static Wheel Loads of Rolling Stock
For passenger cars, the control value of the ratio of wheel load unbalance (10% is the target objective)
shall be decided for each rolling stock model. The wheel loads shall be directly measured, and the ratio of
wheel load unbalance shall be adjusted if it exceeds the control value.
2. Control of Track Twist
Railway operators who do not currently control track twist shall begin to control the track twist in
addition to the former control items for track.
3. Restoring Rail Shape by Rail Grinding
(When grinding outside rails on sharp curves, attention shall be paid to return the shape to the cross
sectional shape of new rails if possible, avoiding slanting the top of gauge corner.)
(※ By the NRT No. 41, dated 22nd June, 2004, the above was altered as follows :)
When grinding outside rails on sharp curves, attention shall be paid to return the shape to the cross
sectional shape of new rails if possible. If not possible, the part 5mm or more below the rail surface shall
not be ground. When inevitably the rail is ground, it shall not be ground at a gentler angle than the wheel
flange angle.
4. Changing Wheel Flange Angle
Railway operators who have the rolling stock with wheels that have a wheel flange angle of about 60
degrees shall quickly ensure that the said flange angle of about 60 degrees is changed to an angle of
between 65 degrees and 70 degrees.
5. Installation of Check Angles for Anti-derailment
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In addition to the check angles which were installed as the urgent countermeasures, the safety factor of
flange climbing shall be calculated using the dimensions of the said curve and the rolling stock which run
on the said curve. At the curves where the calculated value is less than 1.2 (if it occurs only at the exit
side transition curve, this countermeasure is limited to the said transition curve.), check angles shall be
installed.
RM No. 149
RF No. 154
26th October, 2000
To: Each Railway Department Manager of

Local Transportation Bureau
From: Safety Rolling Stock Section Chief

Facility Section Chief
Making Use of “Anti-derailment Countermeasure When Running at Low Speed on Sharp Curve”
The “Anti-derailment Countermeasure When Running at Low Speed on Sharp Curve” (dated 26th
October, 2000, RM No. 148, RF No. 153. Hereafter, “Director-General Notice”) has been published. You
are requested to ensure that the railway operators falling under your jurisdiction ensure that the management
of the notice is implemented as follows:
Description
1. Applicable Railway Lines
Ordinary railways and newly-constructed tracks (limited to the tracks which have the structure
corresponding to ordinary railways), which are served for passenger transportation
2. Target Limit to Complete Countermeasures
Although the Director-General Notice stipulates “should promptly devise the necessary
countermeasures”, the target limit should be implemented around the end of 2001. However, the
implementation schedule must allow for the control of static wheel loads of rolling stock based on the
results of the actual investigation.
① When it is necessary to investigate the measuring methods and adjusting methods a rolling stock type,
fact-finding inquiries by actual measurement of the static wheel loads (the sampling investigation) shall
be carried out first. When the ratio of wheel load unbalance of more than 20% is measured at this stage,
the wheel load adjustment shall be carried out promptly.
② The control values shall be decided taking the measuring methods and adjusting methods for each
rolling stock type into consideration.
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③ The periodical control shall be carried out taking the safety of rolling stock into consideration and
taking advantage of the periodic inspections such as the whole inspections or important inspections.
(※ By the NRT No. 42, dated 22nd June, 2004, the following contents were added.)
④ When carrying out maintenance of rolling stock, the static wheel load shall be controlled so that
unbalance will not occur. When rolling stock remodeling is carried out that may affect the static wheel
load, the ratio of wheel load unbalance shall be confirmed with actual measurements.
4. Control of Track Twist
① When controlling the track twist, it is necessary to decide the controlling standard value according to
the measurement method or the wheel base of the rolling stock, referring to the report.
② When introducing the control of track twist, the transition curve at the exit side of the circular curve
shall be especially controlled as a priority matter.
5. Change of Wheel Flange Angle
When increasing the flange angle, attention shall be paid to ensure that any problem will not occur for
maintenance control (refer to the report).
6. Installation of Check Angles
① Calculation of the safety factor for flange climbing shall be carried out by inputting the data of rolling
stock and curves into the electronic file attached. The adequacy of the safety factor and the need for
check angles shall be determined using the smallest value in the calculated values.
② The ratio of wheel load unbalance used in the calculation shall be the value which each railway
operator decides based on the Note 1 in the Director-General Notice. However, until the control value
of the ratio of wheel load unbalance is finally decided, 0.9 shall be provisionally used.
③ The flange angle used in the calculation can be used when the flange angle is necessary to be
changed.
7. Report of Implementation Plan
When reporting the implementation plan described in the Director-General Notice, the procedure shall
be as follows:
① The implementation plan concerning the “Control of Static Wheel Loads of Rolling Stock” on the
Note 1 in the Director-General Notice
1) The control values, measuring methods, adjusting methods and the scheduled time of the first
maintenance completion shall be reported.
2) To decide the contents of 1), when the various technical investigations concerning the fact-finding
inquiries shown in 3. - ① are necessary for a long period of time:
○The control values, measuring methods, adjusting methods and the scheduled time of the first
maintenance completion, which are available for the time being, shall be reported. And further;
○The plans and contents of the fact-finding inquiries and technical investigations (rolling stock type,
number of cars, measuring methods at the fact-finding inquiry stage, implementation periods,
necessity of technical investigations, implementation contents and/or perspectives) shall be
reported together. As the result of these inquiries and investigations, any alterations to the
implementation plans shall be promptly reported.
3) Further, in addition to the fundamental contents of 1), management must submit regular reports
394
including the management period (at whole inspections, important part inspections, etc.),
adjusting methods in accordance with the management periods, necessity of follow-up surveys as
necessary, periods, methods, etc. shall be reported. However, as for this report, decisions shall be
promptly reported, if technical investigations are required based on the results of fact-finding
investigations.
② The implementation plan concerning “Control of Track Twist” on the Note 2 in the
Director-General Notice
When the control of track twist is first carried out, the measuring methods, control standard values
and implementation schedules shall be reported.
③ The implementation plan concerning “Making Rail Shape Proper by Rail Grinding” on the Note 3
in the Director-General Notice
If the rail grinding corresponding to this method is carried out, the cancellation shall be reported.
④ The implementation plan concerning “Changing Wheel Flange Angle” on the Note 4 in the
Director-General Notice
If the flange angle is to be changed, the decision shall be reported including information on the
target angle to be changed to, the subject rolling stock, the schedule and the investigation methods
that determined the problems.
⑤ The implementation plan concerning “Installation of Check Angles for Anti-derailment” on the
Note 5 in the Director-General Notice
If the safety factor of flange climbing has been calculated, the input data and the results shall be
reported. Along with those, if the new check angles for anti-derailment are to be installed, the
number of locations and the lengths shall be reported. Further, following those reports, if the control
values for the ratio of wheel load unbalance or the flange angles are to be changed, the previous
notices shall be reported at each time.
⑥ When the control values are set up, the alterations of the rules for rolling stock maintenance and
track maintenance shall be notified if necessary.
8. Others
① When there are special situations such as abolishing the railway line or scrapping of rolling stock is
recently scheduled, the circumstances shall be reported.
② If it is considered inappropriate to apply the calculation for the safety factor of flange climbing
because the bogies have specific structures (steering bogies, bogies of swing bolster hanger type, etc.),
the reasons and countermeasures shall be reported.
③ Measuring Tests for Wheel Loads and Lateral Forces
Based on the reports, when the measuring tests for wheel loads and lateral forces are carried out
at the introduction of new types of rolling stock or the commencement of new railway line, the test
to run at a low speed on the transition curve at the exit side of the sharp curve shall be carried out
in addition to the conventional tests.
(When evaluating the measured results of those tests, the conventional criteria shall be used in
principle. However, if the measured results exceed those criteria, after finding the ratio of the
marginal derailment coefficient to the measured derailment coefficient, it may be appropriate to
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re-evaluate applying 1.2 as a criterion.)
(※ By the NRT No. 42, dated 22nd June, 2004, the above was altered as follows :)
When evaluating the measured results of those tests, the conventional criteria shall be used in
principle. However, if the measured results exceed those criteria, the separately attached “Safety
Evaluation by Decrease Ratio of Wheel Load” shall be applied.
NRT No. 41
22nd June, 2004
To: Each Local Transportation Director-General
From: Railway Director-General
Anti-derailment Countermeasure When Running at Low Speed on Sharp Curve
Regarding the prevention of flange climb derailment when running at a low speed, the investigations
were finalized by the Investigation Committee, and the report was issued as shown on the Separate
Attachment. Based on the report, part of “Making Rail Shape Proper by Rail Grinding” in the notice
“Anti-derailment Countermeasure When Running at Low Speed on Sharp Curve” (dated 26th October, 2000,
RM No.148 & RF No.153) has been altered as the following I.
Also, as shown on the following Ⅱ. , as the countermeasures coping with freight cars, etc. has been
newly stipulated, you are requested to lead the railway operators falling under your jurisdiction so that they
should promptly devise the necessary countermeasures on the basis of this notice.
Further, you are requested to lead the railway operators so that they should refer the investigation results
of the committee to their designs and management of rolling stock and tracks.
Description
I.. Making New Rail Shape by Rail Grinding
When grinding outside rails on sharp corners, attention shall be paid to return the shape to the
cross-sectional shape of new rails if possible. If not possible, the part 5mm or more below the rail surface
shall not be ground. When grinding does occur, it shall not be ground at a gentler angle than the wheel
flange angle.
II. Countermeasures Coping with Freight Cars
(1) Some freight cars have high torsional rigidity of the bogie frames similar to passenger cars. For
these two-axle freight cars with high torsional rigidity of the car bodies, and other rolling stock
having a similar structure as those cars, each railway operator shall determine the control value for
the ratio of wheel load unbalance, measure the wheel loads directly, and adjust the ratio of wheel
load which exceeds the control value, for each rolling stock type, like the passenger cars.
(2) By (1), the control value for the ratio of wheel load unbalance of the rolling stock for which the
396
control of static wheel loads is first carried out shall be 10% as a target like the passenger cars.
Further, for the two-axle freight cars and the rolling stock having a similar structure as those cars,
the control of static wheel loads on the diagonal (the control with the ratio which is gained from the
balance of mean static wheel loads on the diagonal actually measured divided by the mean wheel
loads) shall be carried out.
2. Installation of Check Angles for Anti-derailment
For the curves where the freight cars with high torsional rigidity of the bogie frames, and rolling
stock having the similar structure as those cars, the safety factor of flange climbing shall be first
calculated using the dimensions of the rolling stock. For the curves, if the calculated value is less than
1.2 (if it occurs only at the exit side transition curve, this countermeasure is limited to the said
transition curve.), check angles shall be installed.
NRT No. 42
22nd June, 2004
To: Each Railway Department Manager of
Local Transportation Bureau
From: Technology Planning Section Chief

Railway Department
Additional Countermeasures to
“Anti-derailment Countermeasure When Running at Low Speed on Sharp Curve”
You are requested to lead the railway operators falling under your jurisdiction in the management of the
titled notice as follows:
Description
I. Partial Alteration of [Making Use of “Anti-derailment Countermeasure When Running at Low Speed on
Sharp Curve” (RM No. 149, RF No. 154 Dated 26th October, 2000)]
1. The following shall be added to “3. Control of Static Wheel Loads of Rolling Stock”:
④ When carrying out the maintenance of rolling stock, the static wheel load shall be controlled so
that unbalance will not occur. When remodeling is carried out that might affect the static wheel load,
the ratio of wheel load unbalance shall be confirmed with actual measurements.
2. The latter part of “8. Others ③ Measuring Tests for Wheel Loads and Lateral Forces” shall be
altered as follows:
When evaluating the measured results of those tests, the conventional criteria shall be used in
principle. However, if the measured results exceed those criteria, the separately attached “Safety
Evaluation by Decrease Ratio of Wheel Load” shall be applied.
II. Making Use of “Anti-derailment Countermeasure When Running at Low Speed on Sharp Curve” (NRT
No. 41 Dated 22nd June, 2004)
397
1. Countermeasures Coping with Freight Cars, etc.
(1) Control for Static Wheel Loads of Rolling Stock
① The freight cars adopting the same bogie structure which is adopted for the electric motored
freight cars and a part of low floor flat cars, etc, come under Article Ⅱ “The freight cars
adopting bogies of which torsional rigidity of the bogie frames is high like the passenger cars” in
the Notice “Anti-derailment Countermeasure When Running at Low Speed on Sharp Curve”
(NRT No. 41 Dated 22nd June, 2004), and the freight cars, etc. adopting the flexible structure
bogies which are easy to follow the track twist, e.g. the 3-piece bogies, are not included in this
category.
Further, the two-axle box cars, two-axle tank wagons and two-axle hopper wagons come
under “the two-axle freight cars having car bodies of high torsion rigidity, and the rolling stock
having the similar structure among special kind cars come under “the rolling stock having the
similar structure as those cars”
② The control value of the ratio of wheel load unbalance for the rolling stock which the control
of ratio of wheel load unbalance is first implemented shall be within 20%, even if it is difficult to
be within 10% for the existing rolling stock.
③ When carrying out the maintenance of rolling stock, the static wheel loads shall be controlled
so that unbalance will not occur, and when remodeling is carried out that might affect the static
wheel load, the ratio of wheel load unbalance shall be confirmed with actual measurements.
④ In order to understand the actual conditions of static wheel loads of the locomotives, a
measurement plan for static wheel loads shall be determined, and the actual measurement of
static wheel loads shall be carried out as soon as possible.
(2) Installation of Check Angles
① The control value of the ratio of wheel load unbalance (used when calculating the safety factor
of flange climbing) shall be used for the rolling stock for which the control of static wheel loads
is implemented. And, the value obtained from the actual measurement results, which is within
the minimum 10%, shall be used for the locomotives.
② When calculating the safety factor of flange climbing, the spring constant equivalent to the
torsional rigidity of bogies and car bodies shall be usable for the freight cars. The influence of
the middle bogies against the track twists shall be taken into account for the locomotives having
middle bogies.
(3) Others
① When controlling track twist and grinding rail to the new rail shape in the sections where
locomotives or freight cars, run, similar countermeasures in the sections where the passenger
cars run shall be carried out.
② When the flange angles of locomotives or freight cars are about 60 degrees, increasing the
flange angles shall be investigated in the same way as the passenger cars.
③ When the measuring tests for wheel loads and lateral forces are conducted at the introduction
of the new model rolling stock of locomotives or freight cars, the test to run at a low speed on
the transition curve at the exit side of the sharp curve shall be also carried out in the same way as
398
for the passenger cars. When evaluating the measured values, the conventional criteria shall be
used in principle. However, if the measured results exceed those criteria, the separately attached
“Safety Evaluation by Decrease Ratio of Wheel Load” shall be applied.
④ Because uneven loading may affect running safety, when loading cargo on the rolling stock,
the confirmation of the loaded condition by the persons in charge shall be carried out. When the
confirmation by the persons in charge is difficult, e.g.-for container-carrying wagons, the
prevention of uneven loading shall be planned after placing the owner under an obligation to
prevent uneven loading and to confirm the loaded condition.
2. Report
(1) The actual measurement plan for static wheel loads in 1. (1) ④ shall be reported to the
Technology Planning Section Chief, Railway Department, by 31st August, 2004 in accordance with
the separately attached Form 1. And, the measured results collected each fiscal year shall be
reported to the Technology Planning Section Chief, Railway Department, by the end of May in the
following fiscal year in accordance with the separately attached Form 2.
(2) When calculating the safety factor of flange climbing in 1. (2), the input data and the results
shall be reported by 15th December, 2004 in accordance with the separately attached Form 3. If the
check angles are being installed, the number of locations and the total length shall be also reported
to Technology Planning Section Chief, Railway Department.
(※ Form 1 ～ 3 Omitted.)
399
Attachment
Safety Evaluation by Decreased Ratio of Wheel Load
1. Safety Evaluation
When the derailment coefficient exceeds the conventional criterion, safety can
still be judged as being confirmed if the decreased ratio of wheel load present at the
position where the derailment coefficient was measured is not more than the
criterion for the decreased ratio of wheel load (see chart below) which was
determined as a function of the flange angle and the curve radius.
2. Criteria for Decreased Ratio of Wheel Load

The following chart shows the criteria for the decreased ratio of wheel load
intended for general two-axle bogie cars having about two-meter wheel base, for
which the estimation formulae for the angle of attack for the conical profile wheel
are calculated:
Decreased Ratio of Wheel Load
Flange Angle 60°

Flange Angle 65°
Flange Angle 70°
Curve Radius (m)
Chart: Decreased Ratio of Wheel Load Corresponding to Curve Radius
The following formulae show approximate straight lines which mean that the
curve radius R (m) and the limit value of the decreased ratio of wheel load are
almost in proportional relation in the chart:
Flange Angle 60°： ΔP/Po <= 0.0023 x R (m) + 0.04 (R less than 245)
The dotted line in the chart shows an example ratio of wheel load of 0.6 which
has been regarded as the criterion for the decreased ratio of wheel load. When using
this value for evaluation, the application shall be limited to being within the curved
400
section with a radius not less than the radius indicated in the above formulae
corresponding to each flange angle (flange angle 60°: R≒245m, flange angle 65°:
R≒225m, flange angle 70°: R≒195m).
401
3 Insulation Test:
(1) When the periodic inspection is conducted, an insulation test shall be made on the equipment and
wires of the electric circuits if it is deemed necessary.
(2) When an insulation test is conducted, an insulation resistance test and a dielectric strength test shall
be implemented in consideration of insulation materials used for the electric circuits and wires,
wiring devices and instruments, structure of the rolling stock, and existence or nonexistence of any
protective circuit.
(3) When the dielectric strength test is carried out, a voltage of 1.65 times or more of the service voltage
shall be used and be continued for 1 minute or more if the direct current of more than 750 voltages or
the alternate current of more than 300 voltages is served for the electric circuit.
Insulation Test
[Explanation]
・As most malfunctions of the electric apparatus used in rolling stock is due to dielectric breakdown,
diagnosis of the insulation deterioration in maintenance is important work.
・Diagnosis of insulation deterioration shall be carried out by nondestructive inspection. It can be confirmed
that the apparatus is not broken if it passes the dielectric strength test. However, it is desirable that the test
should be modified appropriately dependent upon the apparatus condition, especially if it has deteriorated
slightly.
・As some electronic parts such as semiconductors are used particularly for main traction converters and
control devices, there may be a risk of damage by overvoltage given at the insulation test.
・Also, there have been many advancements in new rolling stock designs and it is noted that the dielectric
durability has improved. Some of these advancements include: ① adoption of induction motors for
traction motors and auxiliary machines, ② adoption of contactless static relays for control devices and
auxiliary power supply devices, ③ adoption of bridge construction polyethylene cables in which insulation
performance is excellent, and ④ improvement of the class of insulating materials for major devices.
・Judging from the above conditions, it is necessary for railway operators to use good technical judgment to
determine insulation test parts and time according to the condition of the rolling stock, and to implement the
insulation tests in the periodic inspections.
402
4 Inspection of Axle:
When a flaw and penetration detection is carried out in the periodic inspection of the axle, the
inspection method to be applied shall comply with the “Standard of Flaw and Penetration Detection of
Axle” shown in No.1 of the Appendix.
Attachment
Axle flaw inspection standard Sheet 1
1. Intent
The intent of this standard is to properly conduct flaw inspections in order to prevent accidents caused by
axle fractures.
2. Scope
As this standard applies to trains, internal-combustion engine powered rolling stock and locomotives,
mutatis mutandis will be applied to other rolling stock.
3. Flaw inspection technician
The person conducting the flaw inspection must have sufficient knowledge of and experience with flaw
inspections.
4. Inspection
Inspection shall be performed using the appropriate method for the part or shape of the axle based on the
axle ultrasound vertical flaw inspection method indicated in the attachment or on experience in flaw
detection using Japan Industrial Standard (JIS).
5. Use of [defective] shafts is prohibited.
Shafts determined to be defective shall not be used.
6. Records
Record the following items for each of the following item numbers.
(1) Flaw Inspection Year Month Day
(2) Car number axle is mounted to or shaft number
(3) Flaw detection equipment
(4) Flaw detection results
403
Attachment
Axle ultrasound vertical flaw inspection
(1) The operating frequency shall be based on 2 MHz.

(2) Sensitivity correction
A. Attenuation measurement sensitivity
Attenuation measurement sensitivity shall reference the overall sensitivity of (a) or (b) below.
i. 90% of the overall sensitivity of the apparent bottom surface ratios of the first reflection of
the flaw in the JSPS Type II standard test sample. (JSPS = Japan Society for the Promotion
of Science)
ii. The overall sensitivity in which the figure of the flaw for the RTRI Type II standard test piece
becomes as shown below. (RTRI = Railway Technical Research Institute)
a. Bottom surface echo
The fifth bottom echo is the saturation threshold.
b. Artificial flaw echo
[Where] the threshold of separation at the location where the echo for the first artificial
flaw (Ha, Hb) rises and [when] its apparent bottom surface ratio is 60% or more.
B. Attenuation measurement sensitivity
The flaw sensitivity shall be 0.5B or more and reference 2B.
(3) Classification of attenuation levels
Classification of attenuation levels for shafts shall be as indicated below.
Classification Condition of the bottom surface echo Operating
frequency
Class 1 B2 saturation or more 2 MHz
Class 2 B2 From minute to before saturation (with B2) 2 MHz
Class 3 B1 From minute to before saturation (without B2) 2 MHz
Class 4 Without B1 (2 MHz) 2 MHz and
With B1 (1 MHz) 1 MHz
Class 5 Without B1 1 MHz
(4) Classification of flaw figures

The classification of flaw figures shall be as indicated below.
A. Normal figure
B. Flaw figure
C. Attenuation figure
D. Abnormal figure
(5) Type and determination of flawed shaft
Type and determination of flawed shaft shall be as follows.
A. Type
Good shaft (Former)
Good shaft (Latter)
Defective shaft
404
B. Determination
i. Defective shaft
a. Shaft with harmful operational [flaw] echo (Flaw figure)
b. Class 5 attenuation level figure (Attenuation figure)
ii. Good shaft (Former)
Shafts without flaw echo and abnormal echo at Class 1 and2 attenuation levels
iii. Good shaft (Latter)
a. Shaft without harmful operational flaw echo (Flaw figure)
b. Class 5 attenuation level figure (Attenuation figure)
c. Shaft with abnormal shaft (Abnormal figure)
d. Others. Shafts that cannot be classified as good shafts (former) and defective shaft.
(6) Flaw recovery
Good shaft (former) is performed during critical section and during complete inspection.
Good shaft (latter) is performed during critical section and during complete inspection.
(7) Attenuation measurement sensitivity after use.
In regards to attenuation level measurement, eliminating this is allowed at the time of
after-use inspection for axles that can be guaranteed to be equivalent to Class 1 or Class 2 of a
current equivalent classification when manufactured by the axle manufacturer.
Definitions of terminology
0.5B sensitivity
Overall sensitivity when the bottom surface reflection of the axle has been corrected to 50%
of the height of the saturation threshold.
2B sensitivity
Overall sensitivity when the second bottom surface reflection of the axle has been corrected
to 50% of the height of the saturation threshold.
Level of attenuation
The dissipation or scattering of ultrasonic energy by such factors as physical viscosity, the
existence of abnormal sections or anisotropy of crystal particles when the ultrasound is being
propagated in a physical property. This is called attenuation. The apparent attenuation ratio
over a unit of distance is referred to as the level of attenuation.
Normal figure
This is when there is no echo other than the bottom echo and side echo in the flaw detection
sensitivity.
Figure with flaw
This is when an echo other than the ring-shaped abnormal reflection from the side surface
echo and crystal particle threshold coincide at the distance from both inspection surfaces at the
vertical inspection and can be determined to be a flaw echo.
Attenuation figure
Classification of attenuation levels for shafts shall be as indicated below.
405
Abnormal figure
Abnormal echoes other than normal figures, flaw figures and attenuation figures that are
difficult to determine.
Inspection Methods of Axles

[Explanation]
[Inspection Standards for Scanning of Axles]
In order to prevent axle breaks, the Public Notice (GRM No. 18, 1st April, 1987, Notice RT No. 21, 31st
March, 1999) with regard to the implementation of scanning inspections had been issued and described in
the Approved Specifications.
“The inspection shall be carried out with an appropriate method in accordance with the part and shape of
axles”, as stated in the Inspection Standard for Scanning of Axles (Separate Sheet, No. 1) “4. Inspection”.
This means, as described in the “Regarding Inspection Methods of Axles (Official Notice)”, that it is
required to carry out the inspections with the normal beam technique, near end-low angle scanning, angle
beam technique and magnetic particle test in accordance with the part and shape of axles.
Also, in the Official Notice, there is a description as to “Comparison of Scanning Accuracy”, and it is
described that the magnetic particle test is extremely accurate. However, it is necessary to take account that
not all flaws in axles can be found.
As to the inspection methods of axles, please refer to the following Official Notice:
31st March, 1999

Railway Administration
Technology Planning Section
Inspection Methods of Axles
As accidents caused by the breaking of axles were of frequent occurrence in the 1955s, in order to
prevent those axle break accidents, the implementation of scanning inspection by means of ultrasonic wave
has been incorporated in axle inspections.
As the more accurate methods have been made practicable by means of the recent technology
improvements the choices for inspection methods have been widened.
Also, the research by (Public-Service and Incorporated Foundation) Railway Technical Research
Institute confirmed that the ultrasonic attenuation rate does not change even after the solid axle has been
affected by heat. Furthermore, the quality of axles has been improved recently. So, it was decided that the
ultrasonic attenuation rate measurement for axles even after axle usage may be omitted, if the quality of the
axles are above a certain level as guaranteed by axle manufacturers.
As for the ultrasonic testing, please refer to the Inspection Standard of Ultrasonic Normal Beam
Scanning for Axles or JIS Z 2344 (the Common Rule for Ultrasonic Testing Method). And as for the
magnetic particle testing, please refer to the JIS G 0565 (the Magnetic Particle Testing Method for Steel
406
Materials and the Classification of Magnetic Particle Patterns).
As for the characteristics of Testing Methods, please refer to the following separate sheet:
Separate Sheet
Characteristics of Testing Methods
Ultrasonic Testing
① Normal Beam Technique
・The testing work is relatively easy without removal of the rust on the surface.
・The inspection is impossible for hollow axles.
② Near End-Low Angle Scanning
・The testing work is relatively easy without removal of the rust on the surface.
・The inspection is impossible for hollow axles.
③ Angle Beam Technique
・The testing work is difficult with removal of the rust on the surface required for hollow axles.
・The inspection is possible for all axles including hollow axles.
Magnetic Particle Testing
・As the inspection is impossible unless the surface is bare, the inspection is impossible for the fitted
part of the wheel set.
・The testing work is difficult with removal of the rust required on the surface.
Comparison of Scanning Accuracy
Magnetic Particle Testing > Angle Beam Technique > Near End-Low Angle Scanning > Normal
Beam Technique
Reference plan
Attenuation rate Angle Beam

measurement Technique
normal beam technique
Axle Ultrasonic
Near End-Low Angle
Scanning
Wheel
Gear
407
5 Inspection method of the brake equipment of a rolling stock which obtains the necessary braking force
structurally by single brake cylinder and is operated by a single car:
The inspection method of the brake equipment of the rolling stock shall comply with No.2 of the
Appendix.
Attachment
Sheet 2
Inspection method for brake devices
1. In a system in which the braking force is attained by a single brake cylinder, since the construction is
such that the foundation brake device evenly conveys the braking force to each brake shoe, it is a
construction in which a the breakage of any lever, rod or other component of the foundation brake will
disable the attainment of braking force. This is why flaw inspection is performed during critical section
inspections and during complete item inspections.
2. When performing flaw inspection, priority shall be given to performing it on welded sections, locations
where there have been structural changes, etc., from among the various levers and rods, etc.,
comprising the foundation brake.
Moreover, when welding, etc., is performed during periodic inspections or during repairs, etc., at
times other than those inspections, flaw inspection shall be performed on those locations.
3. Provide opportunities for condition and function inspections, etc., at times other than those for critical
part inspection and overall inspections, and strive to inspect for cracks in the various levers and rods,
etc., of the foundation brake.
Inspection Method of Brake Equipment

[Explanation]
[Circumstances up to Enactment of Approved Specifications]
The head-on collision accident that occurred on the Keifuku Electric Railway line in December, 2000
was caused by the main rod of the foundation brake gear breaking during single car operation. As a result
the brakes did not work. The foundation brake gear of the rolling stock was the type where the braking force
is transmitted from only one cylinder via rods and levers to the brake shoes of each wheel. On rolling stock
with such a single brake equipment system and during single car operation, the brakes are in danger of not
working at all if the brake equipment has any type of malfunction.
As a prevention measure for accidents like this, the public notice was issued for the inspection method
of brake equipment, and the purpose of the public notice was described in the approved specifications.
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6 Inspection method of the bogie frame:
The inspection of the truck frame shall comply with the “Inspection Manual of Truck Frame” as shown in
No.3 of the Appendix.
Inspection Method of Bogie Frame

[Explanation]
[Explanation for Inspection Manual of Bogie Frame]
When the manual was drawn up, the history of cracks in bogie frames that occurred for the past 10 years
was referred to. Analyses of the crack locations and the relation between the crack growth and the running
distance were determined after the establishment of the “Investigation Committee for Inspection of Bogie
Frame”. The same kind of analyses for the relation between the crack growth and the running distance were
determined by referring to the book “Strength and Maintenance of Welded Bogie Frame” written by Dr.
Nagase, Supervisor, Railway Technical Research Institute (published by Ken-yusha, Inc.).
From these results, the following conclusions were made:
・Even if there is a crack on the bogie frame (side beam), the development of the crack up to
derailment can be prevented if the crack is found at the inspection before it is larger than 40mm;
・The crack location almost always is found in the welded part. However, the crack region is unique to
the bogie structure;
・The cracks are usually found during the scanning inspection. However, there have been many cracks
that are found by visual inspections.
Based on the results, the inspection of bogie frames shall be implemented by each railway operator at
the periodic inspection to prevent derailments and accidents. It is stated that “The inspection part and the
inspection method shall be determined by each railway operator taking account of the bogie structure and
the inspection results”. Further, the following description was added; “The inspection results should be
recorded on check sheets, etc. and should be retained.”
On the other hand, there is no occurrence of cracks on bogies for which strength assessments have been
carried out. Therefore, the requirements were changed so that each railway operator can decide the
inspection methods and contents after taking account of actual results for the inspection of the bogies which
satisfy those conditions. (The visual inspection is also feasible.)
Further, as the fatigue characteristics of Shinkansen bogies are confirmed with test bogies and by
accelerated fatigue testing, the present sampling inspections are acceptable.
The “Visual Inspection” in the Separate Sheet No. 8 “Inspection Check Sheet of Bogie Frame (Sample)”
means that the complete bogie frame must be examined by visual inspection.
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Attachment
Sheet 3
Inspection Manual for Bogie Frames
1. Re-evaluating the Inspection Method for Bogie Frames

(1) Background
Starting from October 1998 numerous railway operators began discovering an increasing number of
cracks in bogie frames and when an investigation was made by railway operators throughout Japan into
the occurrence of cracks on bogie frames, numerous cases were reported. This is why a radical response
was developed regarding the future inspection of bogie frames.
Initially this response called for the implementation of detailed inspections using magnetic particle
inspection, etc., on designated bogies in accordance with emergency countermeasures in "Regarding the
emergency inspection of bogies" (Tetsuho No. 55, dated April 8, 2000), and now this inspection manual
for bogie frames has been established to enable the certain detection of bogie frame cracks during major
inspections and overall inspections.
(2) Importance of implementing regularly scheduled bogie frame inspections
The size of the cracks that have been occurring on the bogie frames are approximately 40 mm, which
can easily be detected by magnetic particle inspection or penetrant dye inspections, and require
approximately 1.2 to 1.5 million kilometers of travel before they enlarge to the level of plastic
deformation, so it is now clear that the cracks to no develop quickly. (Attachment 1, 2)
Therefore, it is thought that if the cracks in the bogie frames can be detected while they are still small,
and if proper measures are taken, major accidents such as derailments can be prevented. Specifically, it is
imperative that inspection for the existence of these cracks be made by methods that are certain to detect
them, such as magnetic particle inspection, etc., during regularly scheduled major inspections and overall
inspections.
2. Inspection of Bogie Frames

(1) Designation of critical inspection areas on the bogie frames
Based on an analysis of data about the occurrence of cracks in the past, it was determined that the
cracks mainly occurred at welded locations at the side sill and spring cap spring seat, the welded
locations of the side sill and side beam, the mounting areas for the traction motors and propulsion system,
and welded locations for part mountings. However, because the cracks tend to occur at locations
unique to the type of bogie, each railway operator shall take the characteristics of the bogie frame
construction for each rolling stock into consideration, designate critical inspection locations and conduct
inspection of the bogie frames.
Furthermore, when designating the locations for the critical inspections, [railway operators] shall refer
to "Cases of Cracks Occurring in Bogie Frames" that indicates examples of the locations where cracks
occurred in the past.
(2) Inspection Method for Bogie Frames
Basically, the method for inspecting for cracks on bogie frames at the critical inspection locations shall
410
be done by flaw detection inspection. However, at locations where accurate confirmation can be made
by visual inspection after removing paint and grime, visual inspections may be performed for the bogie
frame inspections for which the following special countermeasures have been implemented as shown in
the following items.
Furthermore, there is a need to take sufficient care and determine the crack inspection for each type of
bogie, taking into consideration that there may be differences in reliability and durability due to the
different times that the bogies were designed and manufactured, as well as the affects of changes in load
conditions due to increases in speed, etc.
Reference shall be made to Attachment 4 when determining the inspection method for bogies.
(3) Bogies for which special countermeasures have been implemented
Bogies designed and manufactured in recent years have had the following countermeasures
implemented.
① Confirmation of the fusing of welding joints (Example: By using ultrasound inspection or X-ray
inspection, etc.)
② Removal of concentrated stress by weld surface condition defects (Example: Finishing by
grinder, etc.)
③ Confirmation of the weld surface (Example: Magnetic particle test, dye penetrant test, etc.)
④ Highly precise strength assessment (Example: Static load test using multiple measuring points)
However, in particular, in regards to bogies that have received all the countermeasures indicated in [1]
through [4], or bogies that have had their safety carefully considered, such as the strength of bogies, from
the time of design and manufacture to the time when they are first used, such as with the Shinkansen,
since there is no record of cracks occurring and when it can be confirmed that the [bogies] will not be
used in excess of their design conditions, these records can be used for determining the inspection
methods to be used for major inspections and overall inspections.
However, even when the items referenced above can be confirmed at the time of design and
manufacture, if there have been major changes in the construction of the bogie when compared with
previous constructions, there is a need to conduct critical inspections of the locations of the bogie
construction that have been changed.
3. Inspection Records
Records for the inspection bogie frames shall be recorded as the inspection items in Attachment 6.
Furthermore, inspection records are the subject of security audits of the auditing rules of the railway
operator, etc.
4. Others
Examples of the inspections determined for each bogie are shown in Attachments 7 and 8.
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Attachment 1
Example of change accompanying the distance traveled for a side sill flaw
800
※* The dotted line shows the corresponding relationship
：DT200/200A bogie ：DT201 bogie

：DT32B/33 bogie ：DT115B/116C/129 bogie
700 ：Estimated change in crack length when fitted into the above
change example
(①→⑤： 38 mm crack exceeds 600 mm after traveling
⑤ 1,200,000 km (Cumulative)）
600
Start length of plastic
deformation (Approx. 600 mm)
500
Flaw length (mm)
400
300
200
Estimated length of flaw
that existed at previous
④´ ④ Initial diameter 38 mm
100
③´ ③ 600,000 km (Cumulative)
②´ ② 300,000 km
① Initial diameter 38 mm
0
0 10 20 30 40 50
Distance traveled from previous inspection to detection (10,000 km)）
1) Naruse, “Strength of Welded Truck Frames and Maintenance,” Ken-yusha, Inc, p 18 1999
412
Attachment 2
○Simulation of bogie side beam crack propagation (Calculated on side beam crack data for past 10 years)
↓Initial diameter
Travel (10,000 km) 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240
Crack length (mm) 5.0 5.5 6.1 6.8 7.5 8.4 9.4 10.5 11.8 13.4 15.1 17.2 19.6 22.4 25.7 29.6 34.3 39.8 46.3 54.2 63.6 75.0 88.8 105.5 126.0
Crack length (mm) 10.0 11.2 12.7 14.3 16.2 18.5 21.1 24.2 27.8 32.1 37.2 43.3 50.5 59.2 69.7 82.3 97.7 116.4 139.3 167.5 202.3 245.5 299.2 366.6 451.3
Crack length (mm) 20.0 22.9 26.3 30.3 35.0 40.7 47.4 55.5 65.2 76.9 91.1 108.3 129.4 155.3 187.2 226.7 275.9 337.3 414.4 511.7 635.0 792.1 993.2 1252.2 1587.4
Crack length (mm) 30.0 34.7 40.3 46.9 54.9 64.5 76.0 90.0 107.1 127.9 153.4 184.9 223.8 272.2 332.7 408.6 504.3 625.7 780.2 978.0 1232.6 1561.9 1990.2 2550.4 3287.1
Crack length (mm) 40.0 46.6 54.5 64.0 75.5 89.3 106.2 126.8 152.1 183.3 221.9 269.8 329.7 404.8 499.5 619.6 772.4 968.0 1219.7 1545.2 1968.4 2521.8 3249.4 4211.5 5490.9
Part exceeding start length of plastic deformation（600mm)
Simulation of side beam crack propagation
800
Initial diameter 40mmInitial
600
Initial value 20mm

Flaw length (mm)
400
Iniitial value 10mm
200
Initial value 5mm
0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240
Distance traveled (10,000 km)
The result of this simulation shows that more than 1.6 million kilometers are needed for a 30 mm crack to reach plastic deformity (600 mm or more)
413
発生件数
Number of cracks
0
20
40
60
80
100
120
Side beam, spring cap, spring seat

98
welded section 86
Side beam welded section
Drive motor, propulsion system

73
mounting section
61
Parts mounting section
Side beam, cross beam

36
welded section
Hole section (Casting)

35
414
Crack Location
Side beam, axle box guard
18
welded section
Side beam, swing bolster wear plate

12
support, hanger welded section

5
Side beam, tie beam welded

5
Swing bolster welded section
Side beam, secondary spring

5
seat welded section

4
Axle box horn guide section

Location of Bogie Frame Cracks（Data of Bogie Frame Cracks Over 10 Years）
Axle box horn guide section

Attachment 3
Attachment 4
Inspection issues when determining the inspection method for bogies.
1. Issues that should be investigated in the provisional manual

- Affects from dramatic increases in car body weight caused by modifications, etc.
- Affects from increases in speed
2. Issues that should be investigated in the final manual

- Changes to static load (caused by dramatic increases in car body weight caused by modifications, etc.)
- Changes in dynamic load (maximum speed, increased speed when passing through curves, etc.)
- Affects from conditions of track used (ballast, slab track, etc.)
3. Points to continue during maintenance.

- Thermal affect from using a gas burner for removing paint and grease.
- Appropriate wheel tread maintenance
415
Attachment 5
Recent conditions in bogie frame cracks (Bogies manufactured after 1990)
Year of Year
bogie crack Comm
No. Location of crack Cause of crack
manufac discover ents
turer ed
1 1990 1994 Parts mounting section (Load [4] Strength investigation and evaluation
detection link) Insufficient consideration
2 1990 1996 Side beam connection [4] Strength investigation and evaluation
Insufficient consideration
3 1990 1998 Side beam connection [1] Confirmation of the fusing of welding
joints Not implemented
4 1990 1999 Side beam connection [1] Confirmation of the fusing of welding
joints Not implemented
5 1991 2000 Parts mounting section (Air [4] Strength investigation and evaluation
piping) Insufficient consideration
6 1991 2000 Side beam, tie beam welded [4] Strength investigation and evaluation
section Insufficient consideration
7 1991 1998 Hole section (Casting) Others (Casting defect)
8 1992 1996 Traction motors mounting seat [4] Strength investigation and evaluation
9 1992 1997 Propulsion device mounting [4] Strength investigation and evaluation
seat Insufficient consideration
13 1993 1997 Side beam, axle box guard [1] Confirmation of the fusing of welding
welded section joints Not implemented
14 1993 1998 Side beam, axle box guard [4] Strength investigation and evaluation
welded section Insufficient consideration
16 1993 2000 Parts mounting section [1] Confirmation of the fusing of welding
(Obstacle deflector) joints Not implemented
17 1993 2000 Parts mounting section (Air [4] Strength investigation and evaluation
spring piping securing seat) Insufficient consideration
18 1994 1994 Parts mounting section [4] Strength investigation and evaluation
(Electric wire bracket) Insufficient consideration
19 1994 1998 Side beam, axle box guard [4] Strength investigation and evaluation
welded section Insufficient consideration
20 1994 1999 Traction motors mounting seat [2] Removal of concentrated stress by weld
surface condition defects Not implemented
* In the above-referenced cases, with the exception of the casting defect for No. 7, implemented.
one of the countermeasures in [1] through [4] above was not
* There are no cases of cracks occurring when [1] through [4] above have been implemented.
416
Attachment 6
Items to be Recorded during Inspection of Bogie Frames
Records for the inspection of bogie frames shall be recorded using the following items.
(1) Car number

(2) Type of inspection (Overall inspection, critical inspection, routine inspection, etc.)
(3) Inspection Year Month Day
(4) Kilometers traveled for said bogie until defect was discovered
(Kilometers traveled after manufacture and kilometers traveled after previous inspection)
(5) Type of bogie
(6) Bogie manufacturer
(7) Bogie serial number or control number
(8) Year and month of bogie manufacturer
(9) Inspection method (magnetic particle, penetrant dye, visual, etc.)
* If different test methods are used for different areas, record the details.
(10) Results of inspection
(11) Location of crack
(12) Length, depth of crack
(13) Crack shape, dimensions, sketches or photographs that enable location of crack to be understood
(14) Description of methods taken to address crack
(15) Other comments
417
Attachment 7
Bogie Frame Inspection Procedure (Example)
1. Securing the Bogie Frames

- Position the bogie frame in the designated location.
2. Remove paint film and grime at the area to be inspected.
- Use a pneumatic chisel to remove the paint film from the area of the bogie frame to be inspected.
Stripping operations for areas of bogie frame
to be inspected
3. Inspection
- Use flaw detection inspection methods, etc., to inspect the critical inspection areas that have been
designated for each type of bogie. Conduct a visual inspection for cracks in other areas.
- Follow a checklist when conducting the inspection.
4. Recording the inspection results.

- Enter the inspection results in the designated areas of the the inspection record sheet.
418
Attachment 8
Bogie Frame Inspection Checklist (Example)
Car number xxx―xxxx
Cross beam Type of Inspection Major Inspection
Inspection
April 25, 2001
Side beam Year Month Day
No. 1
Type ＤＴ○○
Manufacturer xx Rolling stock
Serial
number
xxxxx
Bogie
(Control
Number)
Cross beam Year and
month of August 1995
manufacturer
:Magnetic particle
(Special Item Notes)
Inspection Method (Critical inspection areas)
:Visual inspection
Inspector's name: xxxx
Side beam Check ① Check ② Check ③
No. 2
4/25 4/25 4/26
419
7 Inspection Intervals as defined in the proviso to Article 5 and after of the public notice:
(1) The examples of the equipment which can be regarded as such equipment as defined in Article 5 of
the public notice as “However, the above statement does not apply to the parts of any rolling stock
having characteristics of anti-wear and durability, and the functions of such parts are assured to be
maintained for longer period than the period specified in the right columns of the Appendix” shall
be the following:
② Any equipment that has no contact points by use of electronic devices,
③ Any equipment that has reduced mechanically movable parts,
④ Any equipment such that its anti-wear characteristics and durability have been improved by the
change of material quality, etc.,
⑤ Any equipment of which inspection interval could be deemed appropriate judging from the usage
results, inspection record, etc., though no changes of structure, material quality, etc., were made to
the conventional equipment,
⑥ Any equipment such that the state and functions of its major component and devices is
continuously monitored, and is easy to grasp its state and functions, and
⑦ Any equipment of which inspection intervals can be changed by applying more reliable inspection
methods such as nondestructive inspection, etc.
(2) The railway operator, who could prove themselves complying to the public notice by a certain
objective review method such as verification or theoretical analysis based on the actual data
corresponding to their respective technical reference, can determine the inspection intervals and the
methods of the inspection for the equipment as above referred.
Inspection Period by Proviso in Public Notice Article 5

[Explanation]
[Circumstances stipulated Proviso in Public Notice]
The proviso “However, this does not apply to the parts of rolling stock having characteristics of
anti-wear and durability, and the functions of such parts are assured to be maintained for a longer period
than the period specified in the right columns of the Appendix” is stipulated in the public notice. The reason
it exists is based on the following as described in the “Report of Council for Transport Technology, Railway
Section, Investigation Committee for Technical Regulatory Standard” (25th June, 2001) :
The former requirements for whole inspections and inspections of important parts stipulated fixed
inspection methods, regardless of the structural fittings and the condition of the rolling stock. This has
restricted the adoption of new technology by railway operators. Accordingly, the drawing up of new
inspection periods and inspection methods has been requested to accommodate not inspecting the whole
rolling stock with a fixed period but inspecting each part at the most appropriate period. Actions to
achieve these objectives must include measures to secure safety.
The timing of periodic inspections shall be stipulated in the public notice as before, but it shall be
revised when it is confirmed, through tests if necessary, that the extension of the period between
inspections does not cause any problem. Also, the present inspection methods, which are stipulated in
420
detail in the public notice, shall be incorporated into the approved specifications. However, the
specifications will allow for the use of various other technologies.
Based on the above, when the inspection is implemented in accordance with usual procedures it shall be
in accordance with the standards for the inspection items, as shown in the separate tables of the approved
specifications. However, it became possible to revise the inspection period (e.g. an omission of inspection
in the important part inspection) for an equipment part if new technologies are introduced within the former
inspection systems (monthly inspections・important part inspection・whole inspection). (Refer to “Inspection
Items and Methods for Important Part Inspection and Whole Inspection.) Further, for rolling stock in which
the structures and/or apparatus are different from the former rolling stock because new technologies are
introduced, a new inspection system can be used if railway operators prove that they can assure safety using
the new inspection system.
[“Anti-Wear, Durability, etc.”]

“Anti-wear, durability, etc.” in the proviso of the Public Notice shall include “reliability”.
[Method to prove New Inspection Period and Inspection Method]

As methods to prove, the following examples are shown. The combination of more than one method
may be allowed.
Method 1. By the difference of structure, design, used condition, management method, etc, prove
technically and logically.
・For the contactless apparatus that use electronics and apparatus that reduce mechanically
movable parts: prove technically and logically that the proposed inspection period and
the inspection contents take into account the different structures, the used condition of the
structures, the method of management and that the inspection period and inspection
contents are set up at the design stage. This must be confirmed with the post-check.
・At the post-check, if a railway accident or safety incident occurred with the same type of
rolling stock, the operator should prepare for a request for the pertinent information
concerning the necessary measures which railway operators should take until the cause of
the accident is clarified and the appropriate measures are complete.
Method 2. Prove the appropriateness if the inspection is implemented with condition-monitoring
devices.
Method 3. Prove based on the used results and the inspected results.
・Prove the appropriateness based on the results when in use compared to the inspection
results (e.g., the number of malfunctions compared to the total number of inspections) of
the pertinent apparatus.
Method 4. Prove by the running special tests for the rolling stock
・Prove the appropriateness by running special tests for rolling stock etc, after confirming
the security.
Method 5. Prove by comparing difference in the structural characteristics and the used condition of the
421
structures, with apparatus which another railway operator proved.
Method 6. Prove by the experience of manufacturers of devices and apparatus.
When the proofs are implemented with the above methods, the railway operators must investigate
thoroughly the contents of inspections and their importance, and they themselves will select the adequate
method among the following:
① The method implemented with a special assessment and judgment by the railway operator
concerned;
② The method implemented by an outside organization (e.g. Railway Technology Promotion Center)
commissioned by the railway operator;
③ The method proved by a special committee including outside expert advisors (e.g. University
professors, manufacturer engineers, researchers of Railway Technical Research Institute)
commissioned by the railway operator concerned;
④ The method proved by the committee composed of railway operators including other railway
operators.
[Concrete Examples of Devices and Apparatus to prove New Inspection Period and Inspection Method]
The concrete examples of the apparatus shown in the approved specifications are shown below. These
are some examples, but the railway operator can add new inspection periods and inspection methods if they
prove those.
① By adoption of electronics, contactless devices, etc.
・VVVF Inverter Control Device, SIV Auxiliary Power Supply
By Adoption of Electronics, Contactless Devices, Apparatus (Main Controller)
[VVF Inverter Control Device]
Relay unit
Semiconductor Print board for control

unit
Electronic Control & Contactless changed from Traditional Mechanical Structure, Contact Part & Rotating Part
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By Adoption of Electronics, Contactless Devices, Apparatus (Auxiliary Power Supply)
[Static Inverter (SIV)]
Electronic
board
Electronic Control & Contactless changed from Traditional Mechanical Structure, Contact Part & Rotating Part
② Devices where mechanically movable parts are reduced.

・Induction Motor, Electric Door Operating Equipment, Rotary Air Compressor.
Devices & Apparatus with Reduced Mechanical Parts (Traction Motor)
[Induction Motor]
Rotor
Stator
Pipe for intermediate
oil supply
(oil supply from
outside)
The structure is substantially reduced from DC motors, without brushes and commutator.
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Devices & Apparatus with Reduced Mechanical Parts (Door Operating Equipment)
[Electric Door Operating Equipment]
Micro LCU Driving motor
*Detection of getting pinched

- with malfunction monitor
Door control switch & lock mechanism
Adjustment works of mechanical parts are reduced and only maintenance for oil supply and functional confirmation.
Devices & Apparatus with Reduced Mechanical Parts (Air Compressor)
[Screw Air Compressor]
*No wearing parts (oil seal).

*Induction motors are used.
*Less vibration due to rotation.
Male rotor Female rotor
Traditional Mechanical Structure, Contact Part & Rotating Part are reduced.
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③ Devices with different materials, and anti-wear and durability are improved.
・Brake Shoes, Air Hoses etc.
Devices & Apparatus for which Durability Is Taken Account (Bogie Frame)
[Bolsterless Bogie]
[Improvement of welded
[Side Beam] structure]
[Cross beam・Connection beam] Straight structure Due to penetration weld,
Seamless pipe which is advantageous need not reinforce joint part
in strength・manufacturing
Simplification of Structure, Reduction of Weld Length, including Accurate Assessment of Strength
④ Although there is no change in the structure and materials compared with the former apparatus, the
devices have changeable inspection periods.
・Apparatus that is mounted on rolling stock which runs shorter distances.
⑤ Devices which are monitoring the condition and functions of the primary apparatus
・VVVF Controller, SIV Auxiliary Power Supply, Brake Control Device (indicating the data on the
monitoring device or having the monitoring function built in the device itself), Current Collector
(monitoring the pantograph contact strips), etc.
Devices Which Monitor the Condition & Functions of Main Apparatus
Monitoring Devices
○ Support function of inspection & repair

・Fault records
(VVVF, SIV, brake, safety equipment, door operating
equipment, air conditioning etc.)
・Apparatus operation records
(Operation number, running distance, powering
regeneration, etc.)
・On-board test result records of apparatus
On-board monitoring devices monitor actual maintenance
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⑥ Devices which can change inspection period with highly reliable inspection methods or by other
inspection methods, e.g. nondestructive inspection method.
・Induction motors using the vibration analysis method, Engines・Torque converters by oil analyses,
etc
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(Exceptions)
Article 6 In case of the rolling stock whose operation is suspended (limited to when certain measures to
prevent corrosion, deformation, degradation of electric insulation, etc., possible to occur during
such suspended period have been applied to such rolling stock if they are the rolling stock other
than those of trackless electric car), such suspended period shall not be counted in the calculation
of the period for the inspection interval stipulated in Article 5. However, such period not to be
counted in the calculation of the period of inspection interval shall not exceed the period
corresponding to the kind of inspection as specified below:
(1) Inspection of condition and function: two (2) months
(except for steam locomotive: forty (40) days)
(2) Inspection of important and critical parts: two (2) years
(except for steam locomotive: one (1) year)
(3) Overall inspection: four (4) years
2 In case of the rolling stock whose usage for operation is then suspended, and the facility or the rolling
stock such that any inspection is unable to be implemented due to a certain special reason, inspections
required by the provisions of Article 2 to 5 as stated above can be postponed until such situation or
reason shall cease.
8 Exceptions for Inspection of Rolling Stock

When the railway operator wants to implement testing on the rolling stock in order to extend the
inspection interval of the rolling stock because of a certain “special cause or reason” as stated in
Paragraph 2 of Article 6 of the public notice, they shall be required to report to the authority of the
following:
① Rolling stock to be tested,
② Period of the test,
③ Cause or reason of implementing the test,
④ Data and information on the rolling stock to be tested,
⑤ Measures to secure safety during the test period.
Special Exemptions of Rolling Stock Inspection

[Explanation]
[Rolling Stock Which Suspends Service]
Occasionally, operations of rolling stock are suspended due to inspections, waiting for parts delivery,
rolling stock repair or remodeling, disasters, operating accidents, etc. In these cases, not only is the rolling
stock withdrawn from service but often the operator also suspends the normal management of rolling stock.
Therefore, it is necessary to distinguish clearly the treatment of the normal rolling stock from the reserve
rolling stock which can always be used operations.
[Reason Why the Suspended Service Period Is Not Included in Inspection Period]
If an appropriate treatment is made to prevent static deterioration when service is suspended, and as the
wear deterioration does not occur, it was decided that it is not necessary to include the suspension period in
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the inspection period.
However, when the designated inspection time has come, the said inspection shall be implemented after
the service suspension and before the rolling stock returns to service.
[Precautions during Service Suspensions]

When the service of rolling stock is suspended, necessary precautions shall be taken to prevent the
strength and functional decline of the rolling stock due to corrosion, deformation, degradation of electric
insulation, etc. which can occur while service is suspended. Also precautions should be taken to prevent the
deterioration of parts due to temperature changes.
[Treatment of Rolling Stock Which Suspends Service]

When implementing extensions to the period between periodic inspections, the regulations regarding the
treatment of rolling stock with suspended service require the following items to be prepared for inspection:
(1) The person in charge of service suspension and the duty;
(2) The precautions to prevent the deterioration of rolling stock during each suspension period;
(3) The storage of rolling stock while service is suspended (including displays for the rolling stock);
(4) The records and the preservation period regarding the service suspension.
The minimum period for the treatment of service suspension shall be one day.
[Special Reason]
The term “Special Reason” refers to the situations when the movement of rolling stock to the periodic
inspection site is impossible due to an unforeseen disaster or accident, etc. and when inspections are carried
out to extend the inspection period of rolling stock.
[Reason Why Special Exemptions to Rolling Stock Inspections Are Provided]

When the inspection period of rolling stock is extended, one of the ways to confirm safety is by carrying
out running tests of the rolling stock. This is sometimes done even though the rolling stock is in the new
inspection period as a way to confirm the operation of parts etc. which may impede a permanent extension.
In that case, it is necessary to submit notice after changing the implementing standard, because it comes
under Clause 2, Article 6 of the Public Notice.
When submitting notice, it is necessary to indicate that the safety is not impaired by carrying out tests. ,
This requires describing the analyses of fault and the structure of the rolling stock which are safety indices
at present, the inspection results and the management of restricted parts regarding the extension of
inspection period, and the measures to secure the safety in the test period.
[Example of Submission to Change Implementing Standard]

An example of submission is shown as follows:
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EXAMPLE
XXXXXXX No. XX
Date
Mr. XXXXX
XX Transportation Director-General
The Ministry of Land, Infrastructure and Transport
Name
Title
Company Name
Address
Report for Revision of Implementing Standards for XXXX
We would like to extend temporarily the inspection period for the following rolling stock belonging to
our company. This extension is in accordance with the Article 5 Separate Table, in the Public Notice (the
Public Notice No. 1786 issued by the Ministry of Land, Infrastructure and Transport, on 25th December,
2001) as described in Article 90 – 2 of the Ministerial Ordinance, which stipulates technical standards for
rolling stock. We would like to implement tests for extending the inspection period. In that connection, we
are submitting this report together with the pertinent documents based on the Public Notice, Article 6 – 2:
Description
1. Rolling Stock for Testing

Division Car Classification Type Symbol No. Car No. Number of Cars
Period xx Series
Extension
Traveled Electric Railcar
Mileage
Extension
Total
2. Contents of Alteration
Inspection Type Inspection Period by Notice Inspection Period after Alteration
4 years or the period of traveled mileage
Inspection of XX years or the period of traveled mileage of
of the rolling stock being less than 600
Important Part and the rolling stock not exceeding xxx thousand
thousand km, of which the shorter period
Critical Part km, of which the shorter period is selected.
is selected.
Overall Inspection Not more than 8 yeas Not more than xx years
3. Period of Testing
From xx day xx month, xxxx year to yy day yy month, yyyy year (zz years)
4. Reasons
At present, the inspection of important part and critical part, and the overall inspection are
implemented based on the public notice stipulated in Article 90 – 2 of the Ministerial Ordinance, which
429
stipulates technical standards for rolling stock. However, along with the development of rolling stock
technology, the reliability, durability and maintenance technology for equipment have been improved, and
vehicle breakdowns caused by structure and equipment are rare. Further, there have been few vehicle
breakdowns caused by age and deterioration.
For those reasons, we would like to implement the running test using the test rolling stock for the
purpose of a) implementing the period extension, and b) to confirm the rate of occurrence of vehicle
breakdown and the durability of limited parts concerned in the inspection period. Hence, we would like to
extend temporarily the present inspection period as shown in 2.
5. Measures to Secure Safety during Test Period

We will secure the safety during the test period as follows:
・The Non-dismantling Inspection shall be carried out in the period not exceeding ○ year (the inspection
of important part and critical part) and ○ year (the overall inspection) during the test period;
・Regarding the security of safety during the test period, the inspection shall be carried out in accordance
with the contents stipulated in the ○○○○ Implementing Standards, Article ○ (Maintenance of
Rolling Stock);
・Priority shall be given to the inspection of the limited parts.
6. Attached Documents
(1) During testing of rolling stock, the number of A & B breakdowns in the past 3 years and the number
of breakdowns per one million km of traveled mileage (Form 1)
(2) During testing of rolling stock, the number of A & B breakdowns in each device separately in the
past 3 years (Form 2)
(3) During testing of rolling stock, the analysis of A & B breakdowns separately in the past 3 years
(Form 3)
(4) The main particulars of the tested rolling stock
(5) For the tested rolling stock, the actual results of the last overall inspection and the last important part
and critical part inspection, and the plan for the tests (Form 4)
(6) The management method of the limited parts concerned in the inspection period (Table 1 and Table
2)
(7) The table contrasting old and new ○○○○ Implementing Standards (Attachment - Sheet 1) ※
※The testing rolling stock and the testing period shall be clarified.
7. Others
Along with the implementation of the tests, we will never reduce or cut our training facilities or
training staffs.
Concluded
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(Form 1)
During testing of rolling stock, the number of A & B breakdowns in the past 3 years and the number of breakdowns per one million km of traveled mileage
Fiscal Year
20XX 20YY 20ZZ Total
Breakdown
Total
Number of Breakdowns per 1

million km of Travelled Mileage
(Notes) The contents of breakdowns shall be noted as follows:

Breakdown A: Those which were caused by rolling stock breakdowns, and obstruct the main line for 10 minutes or more, or cause a service stop.
Breakdown B: Those which were caused by rolling stock breakdowns, and obstruct the main line for 10 minutes or less.
431
(Form 2)
During testing of rolling stock, the number of A & B breakdowns in each device separately in the past 3 years
Fiscal Year ・Each Breakdown 20XX 20YY 20ZZ Total
Classification of Devices A B A B A B A B
Running Gear ・ Bogie
Running Gear ・ Driving Device
Current Collector
Traction Motor
Control Device
Foundation Brake Gear
Air Brake Gear
Air Compressor & Auxiliary
Equipment
Auxiliary Power Supply
General Electlic Device
Carbody and Cabin
Automatic Door Operating Equipment
Train Protection System
Coupling Device
Sign Device
Telephone Communication System
Indication Device
Instrument
Other Device
Total
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(Form 3)
During testing of rolling stock, the analysis of A & B breakdowns separately in the past 3 years
Traveled Mileage Period
Date of Car Commen- Inspection after Inspection after Summary of
No. Car No. Cause
Occurrence Type cement (1,000 km) Inspection Breakdown
Overall Critical Overall Critical (month)
Report Lamp to Driver: Report Lamp to Driver: Bulb burnt
1 5/4/1993 クモハ 102 3005 MC' 27/9/1985 9/8/1985 20/7/1991 489.1 184.3 20
Turned-on out
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
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(Form 4)
For the applied rolling stock, the actual results of the last overall inspection and the last important part and critical part inspection, and the plan of this time same
tests
The Periodic Inspection before Last The Last Periodic Inspection Extension of Inspection Period
Symbol Number Car Number
Shop-out Date Sort Shop-out Date Sort Planned Shop-in Date Sort
クモハ 103 94 14/1/1992 C 13/7/1994 O 1/10/1997 C
(Notes) Sorts N: Newly-built Inspection

C: Critical Part Inspection
O: Overall Inaspection
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Table 1 The management method of the limited parts concerned in the inspection period (Mileage)
Replacement
Sorting of Parts Remarks
Period
Bogie Frame Bogie Nothing in The condition inspections have been carried out in the inspection of
& Carbody Friction particular. important part and critical part, and in the overall inspection.
Suspension Plate However, as nothing wrong like excessive wear has been
recognized, △△ km may be allowed.
Axle Box & Bearing Nothing in The condition inspections have been carried out in the inspection of
Axle Box particular. important part and critical part, and in the overall inspection.
Suspension However, as nothing wrong like excessive wear has been
recognized, △△ km may be allowed.
Lubricating 600,000 km The lubricating oil renewals have been carried out in the inspection
Oil of important part and critical part, and in the overall inspection.
However, as nothing wrong like deterioration has been recognized,
△△ km may be allowed.
Table 2 The management method of the limited parts concerned in the inspection period (Period)
Exchange
Sorting of Parts Remarks
Cycle
Diaphragm 8 years The condition inspections have been carried out in the inspection of
important part and critical part, and in the overall inspection.
the exchange cycle of ○○ years and more may be allowed.
Oils and Fats Grease 4 years The grease renewals have been carried out in the inspection of
important part and critical part, and in the overall inspection.
the exchange cycle of X years and more may be allowed.
Lubricating 4 years The lubricating oil renewals have been carried out in the inspection
Oil of important part and critical part, and in the overall inspection.
the exchange cycle of X years and more may be allowed.
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notice.

1 The inspection of cable railway shall be carried out pursuant to No.4 of Appendix on the “Inspection of
Cable Railway”.
2 Replacement of cables of any cable railway shall be made in accordance with the stipulation of No.5 of
Appendix on the “Standard of Cable Replacement of Cable Railway”.
Attachment
Sheet 4
Inspection of Cable Railways
1. Once a day, before using the cable railway, perform a test operation and inspect the condition of the cable,
securing ends of the cable, the area where the cable attaches to the car, the motive power source facilities,
etc.
2 The facilities to be inspected are listed on a separate sheet; perform the inspection according to the list.
3 Inspect the wheel axle for damage using the attachment related to paragraph 5 of the notification "Items
and Methods for Periodic Inspection”
Separate Table
Inspection Period Inspection Method Inspected Equipment
Monthly Visual inspection Cable
Every 3 months Visual inspection Securing section of cable ends
Cable attachment to car
Visual inspection and Motive power supply equipment (Including
confirmation of action control equipment, power supply pulleys, etc.)
Operation safety facilities
Guide pulleys
Annually Measurement Cable
Control device for motive power facilities
Perform inspection as Confirmation of Automatic brake device for car
stipulated in paragraph operation and
5 of notification relating measurement
to the periodic
inspection of the
facilities and cars
436
Notes
1. The periods for the inspection of the items shall be a total of the period used.
2. The classifications of the inspection methods are as shown below.
(1) Visual inspection: In principle, this means visually inspecting the facilities for abnormalities, such as
corrosion, damage, etc., without operating it.
(2) Operation inspection: The facilities are actually operated and their functions, etc., are checked.
(3) Measurement: Use a calipers or other such mechanical instrument to measure the amount of wear,
movement, etc.
3. Measurement of the cable is done at every 200 meters of the total length of the cable (at 5 or more
locations when the cable length is less than 1,000 meters). Measurement should also be made at areas that,
based on experience, are prone to damage.
4. The action of the automatic brake device shall be as shown below.
(1) Checking of the action when performing the condition and function inspection should be done by
operating the devices when they are stopped.
(2) Checking of the action when performing the critical part inspection and overall inspection should be
done while [the device] is moving by using the operating methods for said device, or by measuring the
time to close the brake shoe and calculating the braking distance.
Attachment
Sheet 5
Cable Replacement Standard for Cable Railways
1. Cables shall be replaced when one of the following applies.

(1) When the sectional area of the cable is 80% or less than that of a cross section of a new cable at the start
of usage due to internal corrosion or broken strands.
In this case, the reduction in the cross section due to wear and/or internal corrosion of the cable shall
be considered have a reduced cross section based on a reduction in the diameter of said cable. (When
the diameter reduction ratio of the cable is 11%, there reduction in cross sectional area is 20 %.) When
the reduction in the cross section is due to broken strands, this shall be the cross sectional area of the
broken strands in a length that is six times the twist pitch of said cable.
(2) When the strands of a cable begin to break, there is a tendency of the broken strands to increase in a
short period of time.
(3) When surface wear of the strands causes the diameter of 50% or more of the outer strands to become
two-thirds or less than the diameter at the start of usage.
(4) When it is determined that it is difficult to continue using the cable due breakage, deformation, rust or
corrosion.
2 When rust or broken strands are confirmed at the location where the cable is secured and that section is cut
out and the location where the cable is secured is changed.
Furthermore, on socket types, when the alloy part [cannot be] pulled out of the socket, or when
437
inspection of the connection section of the cable and the alloy section cannot be made by disassembling
the socket, etc.
Cable Railway
[Explanation]
None
438
(Records)
Article 91. Records shall be made and kept for all of the inspections, rebuilding, remodeling or repair carried
out for facilities and rolling stock, according to the Article 88 and 90.
Article 91 Related to (Records)
2 Inspection of Rolling Stock

All the records of the inspection of the newly built rolling stock, etc., and of the periodic inspections shall
be kept until the first overall inspection directly after the above inspections will have been completed. In
addition, the date and year, and the place of the periodic inspection of the rolling stock shall be printed at
the appropriate place of the rolling stock. However, the inspection on the state and function shall be
excluded. When the railway operator is maintaining all the records of the date and year and the place of the
periodic inspections, they can omit printing of the above information on the rolling stock.
About Records etc.

[Explanation]
[Consideration of the Preservation Period of Inspection Records]
Regarding the period for preserving inspection records, it was stipulated in the former Railway Operation
Rules that when the inspections of newly manufactured rolling stock or the periodic inspections were carried
out, the inspection records shall be preserved until the completion of the first whole inspection. The same
requirements are described in the present Approved Specifications.
Regarding the preservation period of the inspection records for Shinkansen, there was no stipulation in
the former Shinkansen Railway Operation Rules. However, as there is no difference in managing the
Shinkansen rolling stock from the other rolling stock, the inspection records of the Shinkansen rolling stock
are expected to be preserved in the same way.
[Consideration of the Markings of Rolling Stock]

The markings of rolling stock were stipulated to determine the management of the inspection period of
rolling stock. Formerly, the markings allowed the inspection staffs or the station staffs to judge the
appropriateness of rolling stock, after they confirmed the markings and understood the inspection deadlines.
For some freight cars, markings are used to judge the appropriateness of the car for usage even today.
However, recently, the dates and sites of the inspections for most of the rolling stock are managed utilizing
computers and registers, etc. In that case, the markings of rolling stock may be omitted.
439
Rolling Stock Structure of
Special Railways
441
442
Chapter 11 Special Railways
(Special Railways)
Article 120. In addition to the rules established in this Ministerial Ordinance, railway facilities and
construction and handling of rolling stock of suspended railways, straddled type monorails, guide
rail type of railways, trackless electric cars, cable railways, levitation railways and other railways
with special construction may be exempted from some parts of the stipulations of the Ministerial
Ordinance and be ruled by other necessary exemptions, according to the Public Notice established
by Minister of Land, Infrastructure, Transport and Tourism.
[Public Notice]
(Suspended Railways, Straddled Type Monorail)
Article 2 On the travel surface for suspended railways and straddled type monorail some
countermeasures shall be taken , as necessary, to prevent wheel slip.
2 At stations for suspended railways, facilities shall be provided to suppress the swinging of car
body and also facilities shall be provided to smoothly guide the train, etc., into the station.
3 The platforms for suspended railways and straddled type monorail and also other places where is
the danger of passengers’ falling shall be provided with facilities such as fences and nets, or
other such protection facilities, to prevent passengers from falling. (Except at places where it is
unavoidable to provide such facilities in order to enable passenger’ getting on/off.
4 If the rolling stock for the suspended railway or the straddled type monorail uses tires, the rolling
stock shall be capable of traveling even when air has leaked out of the tires.
5 Rolling stock on suspended railways shall be capable of controlling remarkable swaying of the
car body and the running gear for the rolling stock shall have guiding and steering performance.
6 The running gear for rolling stock on straddled type monorail shall be stable and shall have good
guiding and steering performance.
7 Rolling stock for the suspended railway or the straddled type monorail that are not grounded shall
be capable of preventing electric shock to the passengers.

I-1 Article 2 Related to (Suspended Railways, Straddled Type Monorail)
1 On the traveling surface for the rolling stock some countermeasures shall be taken, such as
providing some degree of roughness to the surface, so as to prevent wheel slip in order to provide
safe operation, even when there are adverse climatic or track conditions.
2 The following facilities, etc., shall be provided in the stations.
(1) Anti-swaying device and guiding facilities for a car body (Limited to suspended railways)
(2) The following facilities shall be provided at platforms where there is the danger of
passenger’s falling.
① Fall prevention facilities (Except at places where it is unavoidable to provide such
443
facilities for passengers’ getting on /off.
The height of the fall prevention facilities shall be 1.0 m or more.
② Nets and other such protection facilities
Nets and other such protection facilities shall be provided in a downward direction of the
related tracks between the each end section of the platform.
3 Rolling stock using pneumatic rubber tires for its wheels shall use tires with solid cores or provide
auxiliary wheels.
4 The following facilities shall be provided on the rolling stock.
(1) Guide wheels.
(2) Swaying control device and swaying stopping device. (Limited to suspended railways.)
(3) Stabilizing wheels (Limited to straddled type monorail.)
5 Wayside facilities shall be provided for the facilities for grounding car bodies (hereinafter, car
body grounding facilities) of the rolling stock at stations on the sections of track where rolling
stock without car body grounding facilities travel.
6 For the rolling stock with car body being not grounded, the car body grounding equipment which
connect electrically the said rolling stock with the wayside facilities shall be provided. However,
this does not apply when grounding occurs through other rolling stock.
[Explanation]
1. Summary
In addition to applying Ministerial Ordinance Article 64 to Article 86 mutatis mutandis to
suspended railways and straddled type monorails, this stipulation also provides for facilities and
rolling stock for suspended railways and straddled type monorails that have special structures.
2. Relationship among the ministerial ordinances. notices and the Approved Model Specifications.
The special structures and handling of special railways are stipulated in the Ministerial
Ordinances by notices and the structures of the facilities and rolling stock having special
structures for suspended railways and straddled type monorails are objectively shown in
Approved Model Specifications.
II. Details
(1) Approved Model Specification 1 corresponds to Paragraph 1 of the Notice. It presents the
wheel slip prevention device and states that measures are also to be taken, as necessary, to
prevent wheel spin when climatic and track conditions are bad.
(2) Approved Model Specification 2 corresponds to Paragraph 2 and Paragraph 3 of the Notice.
It presents the protection facilities that are to be installed at stations.
① Approved Model Specification 2 (1) calls for the installation of the following facilities in
stations for suspended railways.
・Facilities to control the lateral swaying of the train when passengers are boarding. (Car
body anti-swaying device)
444
・Facilities to guide the train into the station. (Carbody guidance facilities)
② Approved Model Specification 2 (2) calls for the installation protection facilities, such as
fences and nets, with the intent of preventing passengers or items from falling.
(3) Approved Model Specification 3 corresponds to Paragraph 4 of the Notice. It objectively
presents structure that tires are to have.
① Rolling stock using pneumatic rubber tires for its wheels shall use tires with solid cores
or provide auxiliary wheels to enable operation even in the rare event of air leakage.
② Rubber tire wheels means wheels for traveling, wheels for guidance and wheels for
stability.
③ It is desirable that if the air leak detection device on travel wheels makes a detection, that
detection be indicated in the cab of the rolling stock.
(4) Approved Model Specification 4 corresponds to Paragraph 5 and Paragraph 6 of the Notice.
① Here it calls for the installation of a guidance wheel for guiding the direction of the
running gear on suspended rolling stock and straddled type rolling stock.
② Here it calls for the installation of a stability wheel for the running gear on straddle type
rolling stock.
③ Here it calls for the installation of a vibration suppression device and swaying stop
device on suspended rolling stock.
(5) Approved Model Specification 5 and 6 corresponds to Paragraph 7 of the Notice. It presents
the objective methods for preventing electrical shock to the passengers.
Here it calls for the installation of car body grounding facilities at section stopping places for
rolling stock using rubber tires on its running gear, and on the rolling stock, it calls for
onboard devices for making contact with the carbody grounding equipment.
Note that this requirement can be omitted if said function is met by traveling as a train set.
2. History of revisions following the deletion/revision and/or establishment of technical standards in
the old ordinances when new technical standards are established.
None
None
III. Related Data

1. Past history
The "Regulations for suspended and straddled type monorails" for special railways is based on
"structural standards for urban monorails" (Former Ministry of Transport, Bureau of Railway
Monitoring; Ministry of Construction, Road Bureau, Sept. 1977)
None
None
445
None
(1) Report on Investigation into Structural Standards for Monorails, March, 1975, Japan Road
Association
Special Committee for Investigation of Structural Standards
(2) Design Guidelines for Monorail Structures
None
446
(Special Railways)
[Public Notice]
(Guide Rail Type of Railways)
Article 3 The guiding control device for guide rail type of railways shall have sufficient strength and
shall not contact any part of the rolling stock.
2. The stipulations in Paragraph 1, Paragraph 4 and Paragraph 7 of the preceding Article shall be
applied as mutatis mutandis for guide rail type of railways.

I-2 Article 3 Related to (Guide Rail Type of Railways)
Approved Model Specifications 1, 3,5 and 6 of Public Notice Article 2 for Special Railways shall
be applied as mutatis mutandis to guide rail type of railways.
[Explanation]
1. Summary
In regards to the design of guide rail type of railways, basically, as the same technical standards as
regular railways is required for safety, comfort, maintainability, functionality and performance,
with the exception of one part of the stipulations, in addition to applying Article 64 to Article 86
mutatis mutandis, in such areas as slip prevention, traveling with an air leak in a tire and
preventing electrical shock, etc., the standards for suspended railways and straddled type
monorails are to be applied mutatis mutandis.
This notice stipulates that the specially designed guidance steering device for guide rail type of
railways shall have sufficient strength and that other parts shall not interfere with the steering
device, but there are no detailed regulations as to whether the type of guidance system should be a
side-guided system or a center-guided system.
structures for suspended railways and straddled type monorails are objectively shown in
Approved Model Specifications. Guide rail type of railways shall apply these mutatis mutandis.
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None
II. Details
(1) Since Approved Model Specification 1, which is applying mutatis mutandis, corresponds to
Article 3, Paragraph 2 of the Notice (modification of Article 2, Paragraph 1 of the notice), it
objectively presents the measures for slip prevention when the rolling stock is traveling.
In the area of normal operating conditions, there were changes in the weather conditions,
such as when it is sunny or rainy, etc., and when the traveling surface is wet or dry, and while
there is a requirement for having a countermeasure for preventing slippage (which shall be a
large adhesion coefficient than that required from rolling stock performance) on the
traveling surface, regardless of the pattern of the wheel tread, even when the coefficient of
slippage resistance (adhesion coefficient) of the traveling surface has changed, there is no
requirement that conditions extend to when the traveling surface is frozen, such as after a
snowfall, etc.
(2) Since Approved Model Specification 2, which is applying mutatis mutandis, corresponds to
Article 3, Paragraph 2 of the Notice (modification of Article 2, Paragraph 4 of the notice),it
objectively presents the design the tires should have.
Rolling stock using pneumatic rubber tires for its wheels shall use tires with solid cores or
provide auxiliary wheels to enable operation even in the rare event of air leakage.
(3) Since Approved Model Specification 5 and 6, which is applying mutatis mutandis,
corresponds to Article 3, Paragraph 2 of the Notice (modification of Article 2, Paragraph 7 of
the notice),it objectively presents the measures for preventing electrical shock to the
passengers.
When a steel wheel is used as the conductor, as on conventional railways, the steel wheel
itself is the grounding device and the car body is naturally grounded, so the passengers do not
receive electrical shock.
However, when rubber tires or other such insulating wheels are used, the rolling stock is
insulated from the ground, and the car body can become electrified due to the effects of
electrostatic induction. Therefore, in order to protect passengers from electrical shock due
to forced grounding, there is a requirement to equip the rolling stock with a grounding brush,
grounding roller, etc., and to install grounding plates, grounding bars, etc., on the ground. In
regards to these grounding facilities on the car body, on the rolling stock side, one location is
sufficient when the coupled cars are joined by a grounding wire; on the ground side, one
location at the edge of the station where the passengers get on and off of the rolling stock.
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448
III. Related Data
1. Past history
From around 1970 some of the manufacturers, regardless of whether they were in Osaka or in
outlying regions, started development of guide rail type of railways as a new transport system, but
even in the former Ministry of Transport and Ministry of Construction, investigative committees
for the development of new transport systems(Executive office: Japan Transportation Planning
Association ) were established and investigations were implemented.
Amid such conditions, businesses were established in Kobe and Osaka in 1976 and revenue
service started in 1981.
In 1982, with the intent of proliferating new transportation systems and making them less
expensive, the New Transport System Standardization Investigative Committee (Executive office:
Japan Transportation Planning Association ) was established, which received guidance from the
former Ministry of Transport and Ministry of Construction and was made up of persons having
experience or academic standing. In March of the following year, "Standardization of New
Transportation Systems and its Basic Specifications" was established.
The Kanazawa Seaside Line, which opened in 1989, was the first to use the standardized
specifications. After this, the No. 1 Line of the Hiroshima New Transport System opened and
the Waterfront New Transit Waterfront Line, etc., were formed based on the standard
specifications.
Of the guide rail type of railways currently in revenue service, there are those that use side-type
guidance systems and those that use center-type guidance systems. The basic specification calls
for a side-type guidance system, but both types of guidance systems are approved because the
evaluation of which type of system to introduce will depend on the location and purpose of the
installation.
In addition, in principle the basic specification calls for DC 750 V, but since the evaluation may
differ based on the length of the line, number of cars, control system, etc., so the reality is that
there are mixed applications.
2. Basic concepts of signal systems
The basic policy for the standardization was to establish specifications that require as much
uniform economy and rationality as possible while having the necessary and absolute minimum
basic items within a range that will not interfere with future technological innovation. In the
rolling stock related areas, ① guidance system, ② turnout system, ③ electrical system, ④
rolling stock gauge, full-capacity load, etc. were established.
Established practices, etc. for regulations for regular railway structures relating to rolling stock
and regulations for special railway structures relating to rolling stock. (April 1, 1987)
Japan Transportation Planning Association "Standardization of New Transportation Systems and
its Basic Specifications" (March 1983)
449
Ministry of Land, Infrastructure, Transport and Tourism "Railway Handbook"
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450
(Special Railways)
[Public Notice]
(Trackless Electric Cars)
Article 4 The steering device for trackless electric cars shall have sufficient strength and shall not
contact any part of the rolling stock.
2 Trains stationed by a single staff member who drives the motive power car of a trackless electric
cars shall enable the said staff member to check the condition of the current collection device
from his/her designated position.
3. The stipulations in Article 2, Paragraph 7 shall be applied as mutatis mutandis for trackless
electric cars.
4 The stipulations for Ministerial Ordinance, Article 69, Paragraph 2 (Limited to the section
relating to Number 2) and Article 74 (Limited to the section relating to Number 1) does not
apply to trackless electric cars.

I-3 Article 4 Related to (Trackless Electric Cars)
1 Items relating to the steering of rolling stock for trackless electric cars shall satisfy the following.
(1) Shall be sturdy and have sufficient strength to ensure safe operation.
(2) There shall be no contact with other parts of the rolling stock while steering.
(3) There shall be no remarkable discrepancy to the right or left in the relationship between the
rotated angle of the steering handle and the steering angle of the wheels of cars.
(4) There shall be no remarkable discrepancy to the right or left for the rotation force of the steering
handle.
2 Stairs and handrails for passengers’ getting on /off provided at the entrance/exit for passengers’
getting on /off shall be insulated from the car body.
[Explanation]
1. Summary
trackless electric vehicles (Excluding Article 69, Paragraph 2 [limited to the related part in No. 2]
and Article 74 [limited to the related part in No. 1]), this stipulation also provides for the special
sties for trackless electric vehicles.
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Ordinances by notices and the parts of the rolling stock having special designs for trackless
electric vehicles are objectively shown in Approved Model Specifications.
II. Details
(1) Approved Model Specification 1 corresponds to Paragraph 1 of the Notice. It objectively
states that the design that should provide the steering system for the trackless electric vehicle.
(2) The “stairs and hand rails for getting on and off provided at the entrance/exit for the getting
on and off of passengers shall be insulated from the car body” in the Approved Model
Specifications states that insulating the relevant parts is for preventing electrical shock to the
passengers caused by the difference in potential with the ground when getting on and off.
None
None
III. Related Data

None
452
(Special Railways)
[Public Notice]
(Cable Railways)
Article 5 The construction of facilities for cable railways and the handling of rolling stock shall
comply with the following standards.
1) When there is the danger that the difference between a steepest gradient and the gentlest
gradient could impede the travel of the rolling stock, this difference shall be made as small as
possible.
2) The track shall have adopted the measures that enable to prevent the movement of rails and
ties, such as the track fixing devices and others corresponding to the gradient.
3) The cable shall have the strength to withstand the maximum anticipated load, withstand the
travel of the rolling stock and conform to the pulleys.
4) The cables shall be equipped so that there is no danger of contacting with anything other than
the pulleys.
5) The pulleys shall have the strength to sufficiently withstand the maximum anticipated load and
there shall be no danger that they will impede the operation of the cable.
6) At locations where trains pass each other in opposite directions, it shall be possible to
automatically guide both trains and not to impede each passing.
7) Fire extinguishing equipment shall be provided at winch locations as required by the facilities.
8) The main propulsion motor shall properly start when the difference in tension between the
cable on the winding side and the cable on the slack side reaches the maximum, shall enable to
operate at the prescribed operating speed, and to travel safely and smoothly.
9) An auxiliary motor shall be provided so as to properly start under maximum load conditions
when the main propulsion motor or the functions of its control circuit have stopped, and to
enable for the rolling stock to transport the passengers onboard to the station. However, this
does not apply the case that the facilities are provided to enable the passengers to safely
evacuate when the rolling stock is stopped at a location other than stations.
10) Shall have the necessary functions for train protection such as the grasp of operating
conditions, prevention of train collisions, automatic train stop when the cable has broken or
become abnormally slack, etc.
11) The automatic operating device shall enable smooth train operation that corresponds to track
conditions.
12) The rolling stock shall not cause the boarding of passengers exceeding the maximum
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passenger capacity (the weight of baggage also loaded onboard shall be included as passenger
weight).
2 The stipulations of Ministerial Ordinance, Article 15 to 18, Article 58, Article 69, Paragraph 1
(Limited to the section related to Number 6 and Number 7) and Article 101 does not apply to cable
railways.

I-4 Article 5 Related to (Cable Railways)
1 Cables shall comply with the following criteria.
(1) Twisted flexible cables shall be used. Cables with a diameter that exceeds 20 mm shall have
a fiber core. However, on cables that are heat treated, this fiber core shall not be impeded by
heat.
(2) The diameter of the cable and the outer layer of strands comprising it shall comply with the
following equation.
D / d≧80
δ0≧d / 15 (δ0≧d / 20 (when a rubber or other such liner is used in the pulleys))
Where,
D：Diameter of the pulley for the winch (Unit: mm)
d：Nominal diameter of the cable (Unit: mm)
δ0：Diameter of the upper strands (Unit: mm)
2 The cable shall comply to following equation relating to the safety factor.
(1) Safety factor for maximum tensile force.
B / T＞6
Where,
B: Breaking load of the cable (Unit: N)
T: Maximum tensile force of the cable (Unit: Ｎ)
(2) Safety factor for the combined stress of the maximum tensile stress and maximum bending
stress
σ / (σt＋σb)＞4
Where,
σ：Average tensile strength of the strands (Unit: N/mm2)
σt：Maximum tensile stress of the cable (Unit: N/mm2)
(Maximum tensile strength of the cable/effective cross sectional area of cable)
σb：Maximum bending stress of the cable (Unit: N/mm2)
(Elastic coefficient of the strands (1.96 x 105) x diameter of the outer layer of strands
/ diameter of the motive power pulley)
3 The maximum tensile force of the cables in the above 2 shall be the value obtained from the
following calculation.
T = Wsinθ + rWcosθ + qh + fl + (W + ql + R) a / g
Where,
T: Maximum tensile force of the cable (Unit: N)
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W: Empty weight and maximum weight and maximum passenger capacity weight (Unit: N)
(The average weight for one person shall be calculated as 600 N)
θ: Gradient of the said location where rolling stock generates maximum tensile force. (Unit:
Degrees)
r: Rolling stock resistance (0.01)
q: Weight per unit length of cable (Unit: N/m)
h: Difference in height between the location where the rolling stock generates the maximum
tensile force and the end point of the route (Unit: m)
l: Horizontal distance between the location where the rolling stock generates the maximum
tensile force and the end point of the route (Unit: m)
f: Frictional resistance of the guide pulley as calculated from the horizontal unit length (Unit:
N/m)
f=F/b
However, f shall be at least 1.6
Where,
F: The value obtained through multiplying to the maximum cable load acting on the guide
pulley, the value obtained after dividing the shaft diameter of the guide pulley by the wheel
diameter of the guide pulley and the friction coefficient (which shall be no less than 0.0005).
(Unit: N)
b: Smallest laid gap of the guide pulley between the position of the rolling stock generating the
maximum tension force and the end point of the track. (Unit: m)
R: Total weight of the guide pulley on the distance from the position of the rolling stock
generating he maximum tension force to the end point of the track. (Unit: N)
a: Acceleration of rolling stock due to rapid starting up (Unit: m/sec2)
g: Gravity acceleration (Unit: m/sec2)
4 The locations where both trains pass in opposite direction shall comply with the following criteria.
(1) The effective length of the main line shall be sufficient compared to the length of trains
passing in opposite direction.
(2) Turnouts shall conform to the construction of the running gear of the rolling stock, and
smoothly guide the rolling stock and shall have a track shape that enables the rolling stock to
smoothly pass through.
5 The output of the main propulsion motor shall conform to the following equation.
P＞0.001 (t1 - t2) V / η
P: Output of the main propulsion motor (Unit: kW)
t1: Tensile force of the cable on winding side (Unit: N)
t2: Tensile force of the cable on slack side corresponding to t1 (Unit: N)
V: Specified operating speed (Unit: m/sec)
η: Mechanical efficiency
6 The tensile force of the cable on the winding side in the above 5 and the tensile force of the cable
on the corresponding slack side shall be under the maximum load conditions (hereinafter, the
same) when the difference between both forces becomes maximum, taking into consideration the
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following loads.
(1) Weight of the cable itself
(2) Weight of the rolling stock, the weight of the maximum passenger capacity and the maximum
loading capacity.
(3) Sum of running resistance and other frictional forces
(4) Increased tensile forces at the time of starting to pull the cable
7 The electric main propulsion motor shall be capable of operating at the prescribed operating speed
under maximum load conditions even when the power supply voltage has dropped by 10 percent.
8 The following train protection systems shall be provided.
(1) Speedometer
(2) Rolling stock position indicators
(3) Service brake and emergency brake device for propulsion facilities.
(4) Departure signal device that can be inter-operated among the stations or rolling stock and the
winch operation room.
(5) Safety communication device that can be inter-operated among the stations, rolling stock and
the winch operation room. (Except mutual communication between the station and rolling
stock.)
(6) Device that will prevent operation of the main propulsion motor when any one of the
following applies.
① When there is no departure signal from the departure signal device.
② When the rolling stock parking brake is in action.
9 The speedometer in 8 (1) and the rolling stock position indicators in 8 (2) shall be capable of
being easily confirmed by the operator.
10 The emergency brake device in 8 (3) shall conform to the following criteria.
(1) It shall automatically act when any one of the following applies.
① When the revolutions per minute of the propulsion motor reaches 120 percent of its rating.
② When the rolling stock travels over its designated stop position.
③ When the rolling stock enters the station at a speed exceeding its designated entry speed.
④ On electric-powered cable railways, when the functions of the winch motor are stopped by
a electric power failure, overload or other such failures.
⑤ When the device operating the emergency brake device for the propulsion facilities
provided on the rolling stock is brought in action.
⑥ When the control device activating the emergency brake device for propulsion equipment
provided on the rolling stock is operated.
⑦ It shall be capable of being quickly operated by the operator in the winch operation room.
11 The safety communication facilities in 8 (5) shall conform to the following criteria.
(1) A dedicated line shall be provided.
(2) A suitable auxiliary power supply shall be provided in addition to the service power supply.
(3) It shall be able to operate without impeding the operation of the operator in the winch control
room.
12 The control device for the main propulsion motors shall conform to the following criteria.
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(1) It shall provide smooth acceleration and deceleration.
(2) On electric-powered cable railways, it shall automatically release the circuit breaker for the
winch motor when the emergency brake device is brought in action.
13 The automatic circuit breaker in 12 (2) shall be capable of (a) being closed in the following
limited cases.
(1) When the emergency brake device for the propulsion facilities have not been activated.
(2) When the service brake device for the propulsion facilities have not been activated.
(3) When the operating device for the control device is not in operation mode.
14 The automatic operation device shall conform to the following criteria.
(1) It shall smoothly control the operation of the train under an operating speed that corresponds
to track conditions.
(2) It shall smoothly stop the train at the designated stop position.
(3) It shall cancel the automatic operation mode when the emergency brake device for the
propulsion facilities has brought in action.
15. The following shall be used for converting to "Maximum Rated Capacity." Fractional numbers
after the decimal place shall be rounded up.
(1) A child under the age of 12 shall be treated as one (1) person instead of 1.5 persons.
(2) The weight of 60 kg of baggage shall be treated as one person.
[Explanation]
1. Summary
In addition to applying Ministerial Ordinance Article 64 to Article 86 mutatis mutandis to cable
railways (Excluding Article 69, Paragraph 1 [limited to the related part in No. 6 and No. 7]) this
stipulation also provides for the special facilities and rolling stock construction for cable railways.
2. Relationship among the ministerial ordinances, notices and the approved model specifications
structures for cable railways are objectively shown in Approved Model Specifications.
II. Details
(1) The required functions of the service brake and emergency brake for the motive facilities in
Approved Model Specification 8 (3) are to stop the operation of the equipment (operation
stop function) and to prevent unintentional movement of the equipment (function for ensuring
stopped condition). Here it stipulates that, in addition to the service brake that is operated
during normal operation, an emergency brake device is to be provided on the wayside to stop
operation in case of an emergency.
Furthermore, in the Approved Model Specifications for cable railways for Article 69 (Brake
Devices) the brake devices required for the rolling stock are presented.
(2) The "security communication device" that can be inter-operated among the station or rolling
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stock and the winch operation room (Except inter-operation between stop location and rolling
stock) means a telephone, radio, etc, that enables reciprocal communication among the stop
locations and can be used for confirming operating status.
None
None
III. Related Data

None
458
(Special Railways)
[Public Notice]
(Levitation Railway)
Article 6 The installation position and construction of the rail for brake and its attached parts for
levitation railways (limited to normal conducting suction-type electro-magnetic levitation and
linear induction motor propulsion systems, hereinafter, the same) shall not cause the danger of
impeding the travel of the rolling stock, regardless of the working condition of the levitation
device and guidance device.
2 When the main braking force for the rolling stock is regenerative braking, the facilities and the
rolling stock for the levitation railway shall have a function for stabilizing the regenerative brakes
of the rolling stock.
3 The levitation device and the guidance device on the levitation railways shall have the necessary
levitation force and the guidance force needed for the rolling stock to travel and there shall not be
capable of impeding the travel of the rolling stock regardless of their working conditions.
4 The levitation device and the guidance device on the levitation railways and other such devices
shall not be capable of generating interference through their guidance operation, etc., and shall
also not be capable of causing interference to other facilities or rolling stock.
5. The stipulations in preceding Article 2, Paragraph 3 and Paragraph 7 shall be applied as mutatis
mutandis for levitation railways.

I-5 Article 6 Related to (Levitation Railway)
1 The material of rails for the brakes and its attached parts shall not be capable of impeding the
travel of the rolling stock regardless of any rise in temperature, etc., accompanying their
operation.
2 The wayside facilities for the levitation device and guidance device shall comply with the
following criteria.
(1) The magnetic action between the wayside facilities and the onboard facilities shall be capable
of constituting a magnetic circuit that generates stable levitation and guidance forces.
(2) The levitation and guidance forces in (1) shall be sufficiently large compared to the weight of
the rolling stock, etc.
3 The onboard facilities for the levitation device shall comply with the following criteria.
(1) Shall be sturdy and have sufficient strength to withstand operation.
459
(2) It shall provide the levitation force to maintain the necessary levitation gap for safe travel
even when passing through the curve track with the smallest radius or vertically curved track.
(3) There shall be a device capable of safely supporting the rolling stock in the event that the
levitation force cannot be attained.
(4) A levitation force that exceeds the maximum designed levitation force of the wayside facilities
shall not be generated.
4 The onboard facilities for the guidance device shall comply with the following criteria.
(1) Shall be sturdy and have sufficient strength to withstand operation.
(2) It shall provide the guidance force to maintain the necessary guidance gap for safe travel even
when passing through the curve track with the smallest radius or vertically curved track.
(3) There shall be a device capable of safely guiding the rolling stock in the event that the
guidance force cannot be attained.
(4) A guidance force that exceeds the maximum designed guidance force of the wayside facilities
shall not be generated.
5 The material, etc., for the wayside facilities of the propulsion device shall not be capable of
impeding the travel of the rolling stock regardless of any rise in temperature, etc., accompanying
propulsion.
[Explanation]
1. Summary
levitation railways, this stipulation also provides for facilities and rolling stock for levitation
railways that have special structures.
2. Relationship among the ministerial ordinances, notices and the Approved Model Specifications.
structures for levitation railways are objectively shown in Approved Model Specifications.
II. Details
As indicated in notices and the Approved Model Specifications.
None
None
III. Related Data

None
460
(Special Railways)
[Public Notice]
(Magnetically Guided Railways)
Article 7 Magnetic guidance devices for magnetically guided railways shall conform to the
following criteria.
1) The wayside and onboard facilities shall be capable of guiding the rolling stock in the
designated direction.
2) The wayside facilities shall withstand the anticipated loads and shall not be capable of
impeding the safe travel of the rolling stock.
2 There shall be nothing capable of impeding the guidance of the rolling stock in the area
surrounding the wayside facilities for the magnetic guidance device for the magnetically guided
railway.
3 For the track of the magnetically guided railway, protective facilities shall be provided in a
location where there is the danger of people entering the tracks or a location where people could
cause an impediment to the route of the train. However, this does not apply to the case that the
measures have been taken to prevent the impeding of the safe train operation.
4 At stations for magnetic railways, facilities shall be provided in order to smoothly guide the train, etc.,
into the station.
5 The rolling stock for magnetically guided railways shall conform to the following criteria.
1) Among the rolling stock forming a train, the speed, position and other necessary information
for forming other trains shall be reciprocally conveyed and a function shall be provided for
properly maintaining the reciprocal space among the said rolling stock.
2) Shall be provided with the function that quickly stops the rolling stock if a failure of the
functions in the previous item has occurred or the rolling stock cannot travel in the designated
direction.
3) If the facilities referred in Ministerial Ordinance Article 23, Paragraph 2 are present, there shall
be a function that minimizes damage to the said facilities in the event of contacting with it.
4) Trains traveling on sections of track where the facility conditions do not enable to evacuate
from the side of the train in case of emergency shall enable reliable evacuation from the front
and rear ends of those trains.
6. The stipulations in Article 2, Paragraph 1 and Paragraph 4 as well as Article 4, Paragraph 1
shall be applied as mutatis mutandis for magnetically guided railways
7 The following stipulations does not apply to magnetically guided railways: Ministerial
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Ordinance Article 23, Paragraph 1, (Limited to the part relating to No.1); Article 31, Paragraph
1; Article 69, Paragraph 1 (No.2, No.5 and No. 7 [limited to the operation of single vehicles using
steering devices]), and Paragraph 2 (No.2 [limited to the operation of single vehicles using
steering devices]); Article 74 (Limited to the part relating to No.1); Article 75 as well as Article
95, Paragraph 1

I-6 Article 7 Related to (Magnetically Guided Railways)
1 The wayside facilities for the magnetic guidance device shall comply with the following criteria.
(1) The wayside facilities shall be equipped at the center line of the travel route and the space
shall be provided to enable the safe and smooth guidance of the rolling stock, taking into
consideration turnouts and radii of curves, etc., in the travel route. Furthermore, the layout of
the spacing shall apply the following standards, with the minimum space being 0.5 m.
① When radius is less than 20 m, 1.0 m or less.
② When radius is more than 20 m, 2.0 m or less.
(2) The wayside facilities shall have the magnetic characteristics and magnetic strength to enable
to guide the rolling stock in the designated direction.
(3) The wayside facilities shall have sufficient resistance to the climate and corrosion and shall
not have marked protrusions from the route surface so as not to impede the safe travel of the
rolling stock.
2 The onboard facilities shall be capable of guiding the rolling stock in the designated direction by
detecting the wayside facilities for magnetic guidance device.
3 Objects with magnetic properties, such as manholes, metal pipes, etc., that could impede
magnetic guidance shall not be installed near to the magnetic markers, etc.
4 The car body guidance facilities shall be provided at the stations.
5 The rolling stock shall have the following functions.
(1) The rolling stock shall reciprocally convey the number of the formation, the number of cars in
the formation and the information of formatted position, and shall convey the rolling stock
position, speed, acceleration, etc., information from the rolling stock at the front to the rolling
stock at the rear, and failure occurrences, condition of entrances for getting on/off and the
operating condition of emergency communication devices, etc., from the rolling stock at the
rear to the rolling stock at the front.
(2) Based on the speed, position and other information of the rolling stock at the front, the travel
speed shall be automatically adjusted and the space between the rolling stock forming the train
shall be properly maintained.
(3) The rolling stock forming the train shall be quickly stopped in the event of any of the
following conditions.
① When an impediment occurs to the function conveying the information for forming a train
or the function for properly maintaining the reciprocal space for the said rolling stock
② When the rolling stock is not capable of traveling in the designated direction due to failure
462
of the magnetic guidance device or other reasons.
6 When there is a need to restrict the weight of the rolling stock, a device shall be provided to
detect that the rolling stock has exceeded the said restriction.
7 When a guard wall is provided, guide wheels with sufficient strength shall be provided on the
side of rolling stock so as not to contact with the other parts of the rolling stock.
8 Approved Model Specifications 1,3, of Article 2; and Approved Model Specifications 1, Articles
4 for Special Railways Public Notice shall be applied as mutatis mutandis to magnetically guided
railways.
[Explanation]
1. Summary
magnetically guided railway (Limited to the sections relating to Article 69, Paragraph 1 [No. 2,
No. 5 and No.7 (limited to when a steering device is used and there is single-car operation),
Article 74 (limited to the parts relating to No. 1), and excluding Article 75), this notice makes
stipulations about the facilities having special structures for a magnetically guided railway and the
rolling stock.
2. Relationship among the ministerial ordinances, notices and the Approved Model Specifications
Ordinances by notices and the structures of the facilities and rolling stock having special railways
are objectively shown in Approved Model Specifications.
II. Details
As indicated in notices and the Approved Model Specifications.
This notice was revised on June 11, 2003 (Japan Ministry of Land, Infrastructure, Transport and
Tourism Notice, No 904) during which magnetically guided railways were added.
None
III. Related Data

This notice was established for Intelligent Multimode Transit System (IMTS), a magnetically
guided railway that was introduced for a limited period during Expo 2005 Aichi Japan, which was
held between March and September 2005.
This IMTS did not use rails, etc., for guidance, as would a conventional railway. Instead, it used
magnetic markers embedded in the traveling surface and magnetic sensors installed on the rolling
stock, which detected these markers, were used for guidance. A technical investigative
463
committee gave a technical evaluation of this "magnetically guided trackless transport system"
through its actual implementation, and found it to be a system that could ensure safety.
464
References
465
466
About the Abolishment of Regulations Regarding “Special Cars”
Previous Shinkansen Railway Structure Rule

(Definition of the term)
Article 2
7 “Special cars” include motor cars, multiple tie tampers, small crane cars and other cars that use the
permanent way and are not ordinary cars.
Previous Shinkansen Railway Vehicle Operation Rule

(Inspection of special cars)
Article 38
Major components and parts of special cars shall be inspected at specified timings according to the type of car
and the operating conditions.
[Explanation]
[Background for defining special cars in the regulations and subsequent developments]
While cars that run on the permanent way shall be appropriately regulated to meet the related obligations,
those used primarily for maintenance work do not need to be structured in the same way as ordinary cars and
should instead be appropriately structured to fulfill their purpose. In addition, from the operational point of view,
it is irrational to regulate motor cars, etc. in the same manner as high-speed trains. Those cars that are designed
to be used solely for inspection or maintenance of fixed installations, such as motor cars, multiple tie tampers,
small crane cars and other cars that run on the permanent way and that are not ordinary cars were defined as
“special cars.”
The previous Shinkansen Railway Vehicle Operation Rule stipulates that “special cars” can run on the
permanent way outside stations only after measures are taken to prevent other trains and cars from entering the
section. The rule also stipulates that “special cars” can run on the station premises only after shunting as
instructed by the person(s) in charge of operation unless measures are taken to prevent a disruption in the
operation of other trains and cars. The previous Shinkansen Railway Structure Rule stipulates that with regard to
“special cars,” only the following shall be regulated: rolling stock gauge, axle load, running gear, wheel set
arrangement, back gauge and flange and marking.
With today’s busy train schedule, work trains are run and maintenance of fixed installations is performed
outside business hours with the tracks closed, as stipulated in the Previous General Railway Structure Rule and
the Previous Railway Vehicle Operation Rule, neither of which has the definition of “special cars.”
Accordingly, work trains for Shinkansen no longer needed to be handled as special cars, leading to the
abolishment of the definition of “special car.”
While locomotives, etc. can be run during business hours for rescue operations in passenger train accidents
and for other missions, there are no records showing that such cars were sent to such operations. With
Shinkansen, no cars are defined as a “car” other than the high-speed passenger trains, etc.
467
About the Abolishment of Regulations Regarding Water Pressure Tests (Internal Pressure
Vessel)
Previous Railway Vehicle Operation Rule

Article 40
Car inspections to be carried out in compliance with Article 36-1 and the preceding article shall include a
water pressure test on the boiler. Inspections to be carried out on a car that has been modified or repaired in
compliance with Article 36-1 shall include a water pressure test on the boiler only if the boiler has undergone a
crucial modification or repair.
2 The water pressure test mentioned in the preceding clause shall be conducted in such a way that water pressure
at least 1.35 times the boiler’s maximum working pressure is maintained for at least five minutes.
[Explanation]
Boilers are used on steam locomotives, etc., and the previous Japan National Railways Vehicle Operation
Rule set out water pressure test standards to ensure safety. Subsequently, safety regulations on boilers and
pressure vessels were set out based on the Industrial Safety and Health Act and the Order for Enforcement of the
Industrial Safety and Health Act. The portion of the safety regulations that relates to performance tests was
interpreted to mean that a performance test on the boilers installed on cars owned by Japan National Railways
may be contracted out to Japan National Railways and that the range of inspection that may be contracted out to
Japan National Railways includes a performance test that is conducted to the performance test standards set out
by Japan National Railways.
The previous Railway Vehicle Operation Rule that came into effect in 1987 also set out water pressure test
standards on boilers. Today, a water pressure test is conducted to meet the more stringent requirements
stipulated in Article 136, Chapter 4 of the boiler structure rule. As a result, Article 40 was abolished.
[Basis for stipulation]

In the case of renewal, restoration or general inspection, or when a crucial modification or repair is
conducted on the boiler on a car that has been modified or repaired, the boiler must undergo a water pressure test
for leakage or other problems to verify operational safety whereby water pressure at least 1.35 times the boiler’s
maximum working pressure is maintained for at least five minutes.
[Current water pressure test]

Currently, boiler tests are regulated by Section 1 Regulations concerning Machines, Chapter V Regulations
concerning Machines, etc. and the Harmful Substances of the Industrial Safety and Health Act and the safety
regulations on boilers and pressure vessels.
Water pressure tests are conducted with the following pressure in accordance with Chapter 4, Article 136 of
the boiler structure rule if renewal, restoration, modification, repair or general inspection has been conducted:
・Boiler with a maximum working pressure exceeding 420 kPa (4.3 kg/cm2) up to and including 1470 kPa (15
kg/cm2): 1.3 times the maximum working pressure plus 290 kPa (3 kg/cm2)
・Boiler with a maximum working pressure exceeding 1470 kPa (15 kg/cm2): 1.5 times the maximum working
pressure
468
About the Abolishment of Regulations Regarding “Persons Who Conduct Inspection on Cars,
etc. and Test Runs”
Previous Railway Vehicle Operation Rule
(Person who conducts car inspection and test runs)
Article 45
Car inspection and test runs shall be conducted by the person who runs the business to which the subject cars belong.

(Person who conducts inspection on cars, etc. and test runs)
Article 38-2
Inspection and test runs of cars and special cars shall be conducted by the person who runs the business to which the
subject cars and special cars belong.
[Explanation]
[Reasons for the abolishment of regulations regarding persons who conduct inspection on cars, etc. and test
runs]
Article 25 of the Railway Business Act stipulates the procedures for contracting out or contracting to handle
the management of railway business operations including train operation control.
The underlying concept of this article regarding the responsibility for contracted management is that, no
matter what type of contract, the railway business operator still remains responsible for the management of its
own business operations.
This clearly shows who is ultimately liable and applies even in the absence of a contract. In short, a railway
business operator cannot be exempted from any liability pertaining to the management of its own business
operations including train operation control, whether it is contracted out or not.
Management of railway business operations covered in Article 25 of the Railway Business Act is regulated by
Article 38 of the Order for Enforcement of the Railway Business Act. The items subject to regulation include the
management of car maintenance including inspection and test runs. This indicates that a railway business
operator ought to be responsible for the inspection and test runs of cars, etc. that belong to the operator.
Therefore, the regulations regarding “persons who conduct inspection on cars, etc. and test runs” were
abolished.
[Through service]
The above “Reasons for the abolishment of regulations regarding persons who conduct inspection on cars, etc.
and test runs” also applies to through service.
469
About the Abolishment of Regulations Regarding “Inspection of the Vehicle Meter”
(Inspection of the vehicle meter)
Article 35
The vehicle meter shall be inspected at intervals not exceeding one year.
[Explanation]
The previous Japan National Railways Vehicle Operation Rule and the previous local railway vehicle
operation rule specify the meter inspection as a component of general and intermediate (critical parts)
inspections. While meters on Shinkansen are handled the same way as those on cars other than Shinkansen, the
previous Shinkansen Railway Vehicle Operation Rule stipulates inspection intervals not exceeding one year.
In a special approval (Tetsuho No. 55 dated June 28, 1984), car inspection intervals were extended with the
exception of intermediate (bogie) inspections on Shinkansen, for which the interval still remained at “one year.”
Therefore, there was no change to the meter inspection intervals, either.
Inspections specified by ministerial ordinances involve more than just disassembly. Currently, the meter
inspection on Shinkansen is conducted in the following manner：
(1) Pressure gauge

・At intervals not exceeding one year (conducted at the same time as regular inspection, etc.) … Check on
gauge needles for proper operation, etc.
(2) Speed meter
・Conducted at the same time as ATC characteristics inspection … Response speed, reading, etc.
(3) Voltmeter, ammeter
・At intervals not exceeding one year (conducted at the same time as regular inspection, etc.) … Check on
reading, etc.
During general inspection, parts are removed for inspection as required. Running tests (conducted between
October 1997 and March 2001) showed that the extension of inspection intervals from the current “one year” to
“three years” on pressure gauges did not lead to any failures. There were no cases of inspection or repair on
speed meters, voltmeters or ammeters, either. With that, it was decided that meters on Shinkansen shall be
inspected at the same time as the general inspection and shall be added to the attached table in the standard
notice for railway technical regulations. Therefore, Article 35 was abolished.
[Regulations of the Measurement Act]

Meters are also regulated by a separate law called the Measurement Act. Meters used on cars, however, are
not regulated by the Act’s “Restriction on Use” or “Periodic Inspection.” This is briefly described below.
The Act defines those measuring instruments as specified measuring instruments that are used in transactions
or certifications or principally used in the life of general consumers. The Act states that for specified measuring
instruments it is necessary to establish standards for their structure and instrument error in order to ensure proper
execution of measurements (Article 2-4 of the Act). Other measuring instruments are not covered by the Act.
As measurement of pressure pertaining to the operation of trains is regarded as certification for the prevention
of danger to human life, pressure gauges on cars are used for such certification (Article 2-3 of the Act and
Article 1-1 of the Order for Enforcement of the Act).
[Specified measuring instruments on cars]
Among the meters used on cars, Bourdon tube pressure gauges, an aneroid-type indicating manometer,
belong to the specified measuring instruments (Article 2-8 of the Order for Enforcement of the Measurement
Act). Voltmeters, ammeters, speed meters and other measuring instruments (including digital meters) do not
belong to the specified measuring instruments and thus are not covered by the Measurement Act.
[Inspection of meters at production plants]

Only those specified measuring instruments that have passed the verification test are allowed to be used. The
law requires that a verification mark be placed on every specified measuring instrument that has successfully
passed the test (Article 16 and Article 72 of the Measurement Act).
With the above, inspection of a meter on a car is considered to be completed when the meter has passed the
verification test and a verification mark has been attached to it.
With regard to voltmeters, ammeters, speed meters and other measuring instruments (including digital
meters), none of which are covered by the Measurement Act, inspection is considered to be completed upon
passing the mandatory inspection before shipment from the manufacturer.
470
[Periodic inspection on car meters]
The Measurement Act requires periodic inspection primarily on specified measuring instruments used for
transactions. Pressure gauges installed on cars are used as certification for the prevention of danger to human life
and therefore they are exempted from periodic inspection (Article 19 of the Measurement Act and Article 10 of
the Order for Enforcement of the Measurement Act).
Voltmeters and other measuring instruments that do not belong to the specified measuring instruments are
also exempted from periodic inspection under the Measurement Act.
On some of the specified measuring instruments, the attached verification mark has a limited period of
validity. This does not apply to aneroid-type indicating manometers used on cars (Article 72-2 of the
Measurement Act and Article 18 of the Order for Enforcement of the Measurement Act). This means that there
is no need to submit aneroid-type indicating manometers for verification tests before shipment from the
manufacturing plant.
471
Other Types of Locomotives, Passenger Cars and Freight Cars
[Definition of other types of locomotives, passenger cars and freight cars]

○Cars other than non-conventional railway cars, Shinkansen cars, steam locomotives, freight wagons, internal
combustion locomotives and internal combustion railcars – in effect, referring to electric locomotives, electric
railcars, passenger cars and baggage cars.
■Electric locomotive
○Monthly inspection
・Prior to March 2, 1987, Japan National Railways was regulated by “the previous Japan National Railways
Vehicle Operation Rule” and private railways by “the previous local railway vehicle operation rule.”
・”The previous Japan National Railways Vehicle Operation Rule,” enacted by the Ministry of Transport
Ordinance No. 5, dated March 12, 1955, mandated “monthly” inspection. On December 12, 1958, the
inspection interval was revised from “monthly” to “at intervals not exceeding 30 days.” In April 1985, the
inspection interval was extended from “at intervals not exceeding 30 days” to “at intervals not exceeding 90
days.”
・”The previous local railway vehicle operation rule,” revised in July 1964, specified inspection “at least once
every month.” In April 1979, the interval was extended to “at intervals not exceeding two months.”
・With the privatization of Japan National Railways, “the previous Railway Vehicle Operation Rule” was
enacted on March 2, 1987 by the Ministry of Transport Ordinance No. 15 while “the previous Japan
National Railways Vehicle Operation Rule” and “the previous local railway vehicle operation rule” were
abolished.
・The Ministry of Transport Ordinance No. 15, dated March 2, 1987, specifies inspection “at intervals not
exceeding three months.”
○Critical parts inspection

Ordinance No. 5, dated March 12, 1955, mandated inspection “at intervals not exceeding one year.” In
April 1985, the inspection interval was extended from “at intervals not exceeding one year” to “at intervals
not exceeding three years or 250,000 km.”
・”The previous local railway vehicle operation rule,” revised in July 1964, specified “annual” inspection. In
1970, the Ministry of Transport Ordinance No. 79 extended the interval from “annual” to “at intervals not
exceeding 18 months or 250,000 km.” In 1979, the Ministry of Transport Ordinance No. 16 extended the
interval from “at intervals not exceeding 18 months or 250,000 km” to “at intervals not exceeding two years
or 300,000 km.”
abolished.
exceeding three years (four years for the first inspection after returning to service following renewal of the
car) or 400,000 km, whichever is earlier.”
・In January, 1997, the distance “400,000 km” was extended to “600,000 km.” In March 1999, the period
“three years (four years for a renewed car)” was extended to “four years.”
This is the fruit of advancements in car technology, which led to the introduction of new cars, the
replacement of engines and the adoption of the latest technologies and materials, resulting in higher
equipment reliability and durability and reduced maintenance; and the improvement in equipment and
facilities for inspection and repair, resulting in enhanced car safety and reliability and higher standards of
inspection, diagnosis and repair.
○General inspection
・”The previous Japan National Railways Vehicle Operation Rule, “enacted by the Ministry of Transport
Ordinance No. 5, dated March 12, 1955, mandated inspection “at intervals not exceeding four years.” In
April 1985, the inspection interval was extended from “at intervals not exceeding four years” to “at
472
intervals not exceeding six years.”
・”The previous local railway vehicle operation rule,” revised in July 1964, specified inspection “once every
three years.” The Ministry of Transport Ordinance No. 16, dated April 28, 1979, extended the interval from
“once every three years” to “once every four years.”
abolished.
exceeding six years (seven years for the first inspection after returning to service following renewal of the
car).”
・In March 1999, the period “six years (seven years for a renewed car)” was extended to “eight years.”
■Electric railcar
Ordinance No. 5, dated March 12, 1955, mandated “monthly” inspection. On December 12, 1958, the
inspection interval was revised from “monthly” to “at intervals not exceeding 30 days.” In April 1985, the
inspection interval was extended from “at intervals not exceeding 30 days” to “at intervals not exceeding 90
days.”
・”The previous local railway vehicle operation rule,” revised in July 1964, specified inspection “at least once
every month.” The Ministry of Transport Ordinance No. 16, dated April 28, 1979, extended the interval
from “at least once every month” to “at least once every two months.”
abolished.

Ordinance No. 5, dated March 12, 1955, mandated inspection “at intervals not exceeding one year.” The
Ministry of Transport Ordinance No. 79 in September 1970 extended the interval from “at intervals not
exceeding one year” to “at intervals not exceeding 18 months.” In April, 1985, the interval was extended
from “at intervals not exceeding 18 months” to “at intervals not exceeding three years or 400,000 km.”
・”The previous local railway vehicle operation rule,” revised in July 1964, specified “annual” inspection. The
Ministry of Transport Ordinance No. 50 in 1964 extended the interval from “annual” to “at intervals not
exceeding 18 months or 250,000 km (170,000 km if the part is more than 10 years old)” for steel or
semi-steel parts and from “annual” to “at intervals not exceeding one year or 100,000 km” for other parts.
The Ministry of Transport Ordinance No. 79, dated September 10, 1970, extended the interval to “at
intervals not exceeding 18 months or 250,000 km.” The Ministry of Transport Ordinance No. 16, dated
April 28, 1979, extended the interval to “at intervals not exceeding two years or 300,000 km.”
abolished.
473
・In January, 1997, the distance “400,000 km” was extended to “600,000 km.” In March 1999, the period
“three years (four years for a renewed car)” was extended to “four years.”
Ordinance No. 5, dated March 12, 1955, mandated inspection “at intervals not exceeding two years.” The
Ministry of Transport Ordinance No. 79 in September 1970 extended the interval from “at intervals not
exceeding two years” to “at intervals not exceeding three years.” In April, 1985, the interval was extended
from “at intervals not exceeding three years” to “at intervals not exceeding six years.”
・”The previous local railway vehicle operation rule,” revised in July 1964, specified inspection “once every
three years.” The Ministry of Transport Ordinance No. 16, dated April 28, 1979, extended the interval from
“once every three years” to “once every four years.”
abolished.
car).”
・In March 1999, the period “six years (seven years for a renewed car)” was extended to “eight years.”
■Passenger car
Ordinance No. 5, dated March 12, 1955, mandated inspection “at intervals not exceeding 60 days.” When
the rule was revised in April 1985, the interval was extended to “at intervals not exceeding 90 days.”
・”The previous local railway vehicle operation rule,” as of 1979, specified inspection “once every two
months.”
abolished.

April 1985, the interval was extended to “at intervals not exceeding three years or 400,000 km.”
・”The previous local railway vehicle operation rule,” as of 1979, specified “annual” inspection.
474
abolished.
Ordinance No. 5, dated March 12, 1955, mandated inspection “at intervals not exceeding two years.” In
April 1985, the interval was extended to “at intervals not exceeding six years.”
・”The previous local railway vehicle operation rule,” as of 1979, specified inspection “once every three
years.”
abolished.
car).”
475
Changes in inspection intervals for electric locomotives, electric railcars and passenger cars
Previous Japan National Railways Vehicle Operation Rule (March 1955 – March 1987)
Electric locomotive Electric railcar Passenger car
Monthly Critical parts General Monthly Critical parts General Monthly Critical parts General
inspection inspection inspection inspection inspection inspection inspection inspection inspection
1955 Every month 1 year 4 years Every month 1 year 2 years 60 days 1 year 2 years
1958 30 days 30 days
1970 18 months 3 years
1985 90 days 3 years or 6 years 90 days 3 years or 6 years 90 days 3 years or 6 years
250,000 km 400,000 km 400,000 km
Previous Local Railway Vehicle Operation Rule (March 1955 – March 1987)
Monthly Critical General Monthly Critical parts General Monthly Critical General
inspection parts inspection inspection inspection inspection inspection parts inspection
inspection inspection
1955 1 month 1 year 3 years 1 month 1 year 3 years 2 months 1 year 3 years
1964 [Steel or semi-steel
parts]
18 months or
250,000 km
(170,000 km if the
part is more than 10
years old)
[Parts made of other
materials]
1 year or 100,000
km
1970 18 18 months or
months or 250,000 km
250,000
km
1979 2 months 2 years or 4 years 2 months 2 years or 300,000 4 years
300,000 km
km
476
Previous Railway Vehicle Operation Rule (March 1987 – March 2002)
Monthly Critical parts General Monthly Critical parts General Monthly Critical parts General
inspection inspection inspection inspection inspection inspection inspection inspection inspection
1987 3 months 3 years or 6 years 3 months 3 years or 6 years 3 months 3 years or 6 years
400,000 km (7 years for new 400,000 km (7 years for new 400,000 km (7 years for
(4 years for cars) (4 years for cars) (4 years for new new cars)
new cars) new cars) cars)
1997 3 years or 3 years or
600,000 km 600,000 km
(4 years for new (4 years for
cars) new cars)
1999 4 years or 8 years 4 years or 8 years
600,000 km 600,000 km
477
Internal Combustion Locomotives and Internal Combustion Railcars
■Internal combustion locomotive

Ordinance No. 5, dated March 12, 1955, mandated “monthly” inspection. In a subsequent revision dated
December 12, 1958, the interval was changed from “monthly” to “at intervals not exceeding 30 days.” In
April 1985, the interval was extended from “at intervals not exceeding 30 days” to “at intervals not
exceeding 90 days.”
・The July 1964 revision of “the previous local railway vehicle operation rule” specified inspection “at least
once every month.”
・With the privatization of Japan National Railways,” the previous Railway Vehicle Operation Rule” was
abolished.

April 1985, the interval was extended from “at intervals not exceeding one year” to “at intervals not
exceeding three years or 250,000 km.”
once every year.”
abolished.
・In September 2001, the interval was extended to “at intervals not exceeding four years or 500,000 km in car
mileage (250,000 km for cars with an internal combustion engine with pre-combustion chambers or a
transmission with a dry clutch), whichever is earlier.”
April 1985, the interval was extended from “at intervals not exceeding four years” to “at intervals not
exceeding six years.”
once every four years.”
abolished.
478
car).”
・In September 2001, the interval was extended to “at intervals not exceeding eight years.”
■Internal combustion railcar

Ordinance No. 5, dated March 12, 1955, mandated “monthly” inspection. In a subsequent revision dated
December 12, 1958, the interval was changed from “monthly” to “at intervals not exceeding 30 days.” In
April 1985, the interval was extended from “at intervals not exceeding 30 days” to “at intervals not
exceeding 90 days.”
once every month.”
abolished.

September 1970, the interval was extended from “at intervals not exceeding one year” to “at intervals not
exceeding 18 months.” In April 1985, the interval was extended from “at intervals not exceeding 18
months” to “at intervals not exceeding three years or 250,000 km.”
once every year.”
abolished.
・In September 2001, the interval was extended to “at intervals not exceeding four years or 500,000 km in car
mileage (250,000 km for cars with an internal combustion engine with pre-combustion chambers or a
transmission with a dry clutch), whichever is earlier.”
Ordinance No. 5, dated March 12, 1955, mandated inspection “at intervals not exceeding two years.” In
479
September 1970, the interval was extended from “at intervals not exceeding two years” to “at intervals not
exceeding three years.” In April 1985, the interval was extended from “at intervals not exceeding three
years” to “at intervals not exceeding six years.”
once every year.”
abolished.
car).”
・In September 2001, the interval was extended to “at intervals not exceeding eight years.”
480
Freight Wagons
■Freight wagon
・With regard to inspection intervals for freight wagons prior to March 2, 1987, Japan National Railways was
regulated by “the previous Japan National Railways Vehicle Operation Rule” and private railways by “the
previous local railway vehicle operation rule.”
Ordinance No. 5, dated March 12, 1955, mandated inspection “at intervals not exceeding 60 days.” In April
1985, the interval was extended from “at intervals not exceeding 60 days” to “at intervals not exceeding 90
days” in consideration of improved structural reliability achieved through the introduction of brake shoe
slack adjusters, oilless bearings, etc.
・The April 1956 revision of “the previous local railway vehicle operation rule” specified inspection “at least
once every two months.”
・With the privatization of Japan National Railways, on March 2, 1987, “the previous Japan National Railways
Vehicle Operation Rule” and “the previous local railway vehicle operation rule” were abolished. Along
with this, “the previous Railway Vehicle Operation Rule” was enacted by the Ministry of Transport
Ordinance No. 15, mandating inspection “at intervals not exceeding 90 days.”

April 1985, the interval was extended from “at intervals not exceeding one year” to “at intervals not
exceeding 30 months” in consideration of improved structural reliability achieved through the introduction
of brake shoe slack adjusters, oilless bearings, etc.
once every year.”
Ordinance No. 15, mandating inspection “at intervals not exceeding 30 months.”
April 1985, the interval was extended from “at intervals not exceeding four years” to “at intervals not
exceeding five years” in consideration of improved structural reliability achieved through the introduction
of brake shoe slack adjusters, oilless bearings, etc.
once every four years.”
Ordinance No. 15, mandating inspection “at intervals not exceeding five years.”
481
Steam Locomotives
■Steam locomotive
・At every inspection of boilers and their accessories for deterioration, the running gear components and parts
are inspected as well for proper condition and functioning to ensure running safety.
・In March 1955, the inspection interval was extended to 40 days following analysis of limiting factors in
on-track running tests and analysis of vehicle breakdowns.

・When steam locomotives were the main source of motive power and were regularly operated, their boilers
were kept running even when the locomotive was not in service. Therefore, a boiler’s specific key
components and parts are regularly inspected for deterioration and wear to ensure running safety.
・In March 1955, the inspection interval was extended to one year following analysis of limiting factors in
・Components and parts of boilers and their accessories that are prone to wear and deterioration, running gear
and other systems are disassembled for inspection to ensure running safety.
・In March 1955, the inspection interval was extended to four years following analysis of limiting factors in
482
Shinkansen
■Shinkansen
[Inspection intervals for Shinkansen]
Since the start of its service, Shinkansen has seen a great deal of effort put into its design for unprecedented
high-speed and close-separation operation to achieve the highest levels of reliability and safety. At the same
time, efforts have also been made to make Shinkansen maintenance free with the full-scale introduction of
semiconductor technology and other advancements, requiring a new inspection system unique to Shinkansen.
“The previous Tokaido Shinkansen Railway Vehicle Operation Rule” enacted by the Ministry of Transport
Ordinance dated September 30, 1964 specified three types of inspection – regular inspection (at intervals not
exceeding 30,000 km or 30 days), running gear inspection (at intervals not exceeding 450,000 km or one year)
and general inspection (at intervals not exceeding 900,000 km or two years). In the early days of service,
however, Japan National Railways turned instead to “its previous more stringent standards for car inspection
intervals” due to the lack of long-term operation data on the production cars and for fear of potential
unexpected technical problems, with the standards mandating regular inspection at intervals not exceeding
20,000 km or 30 days, running gear inspection at intervals not exceeding 240,000 km or 12 months and
general inspection at intervals not exceeding 720,000 km or 24 months.
[Changes in Shinkansen inspection intervals]

Subsequently, in an effort to optimize the inspection system, analysis was made on factors limiting the
inspection intervals and a review made on the possible extension of inspection intervals for a streamlined
inspection system, based on the records of failures, regular inspection, running gear inspection, general
inspection, related repair data, etc. Based on the results of this exercise, car improvement rework was carried
out in 1971 and 1972 during general inspection, extending the running gear inspection interval from 240,000
km to 300,000 km and the general inspection interval from 720,000 km or 24 months to 900,000 km or 30
months.
Based on this, the regular inspection interval was extended in 1969 from 20,000 km to 30,000 km, and in
1971, the running gear inspection interval and the general inspection interval were extended for those cars that
had been reworked.
In 1971, in anticipation of the start of Sanyo Shinkansen service, “the previous Tokaido Shinkansen
Railway Vehicle Operation Rule” was renamed “the previous Shinkansen Railway Vehicle Operation Rule.”
Subsequently, as a result of extending the time-based general inspection intervals having been made
possible following rework on aged cars (primarily restoration of airtightness of steel cars), in June 1984, the
general inspection interval was extended in a special approval from 30 months to 36 months. In March 1997,
the relevant Ministerial Ordinance was revised. In a 1984 special approval, the interval for the first running
gear inspection after car renewal and that for the first general inspection were both extended by 12 months,
considering that all parts are new on renewed cars and following a comprehensive safety and stability review,
as for other types of cars (electric railcars, diesel railcars and passenger cars), of the records of car failures and
repair carried out following inspection, service life of car components and parts, results of car structural
rework, etc.
In 1993 and 1995, the running gear inspection interval was extended from 300,000 km to 450,000 km after
analysis of car failures and inspection and repair records found that such an extension could be made.
Introduction of new technology continued, making Shinkansen even more advanced, reliable and
maintenance free and, with it, raising the demand for review on the current inspection intervals.
Regular inspection intervals can be revised only after verification of the safety of the change. For that
reason, it was decided to select test cars and carry out running tests using these cars under the auspices of “the
car technical standards research and study group.” Along with this, in order to review the possibility of
extending mileage- and time-based intervals for running gear inspection and of extending mileage-based
intervals for general inspection, in 1997, “the research testing group for the extension of Shinkansen
inspection intervals” and “the technical standards review committee (on Shinkansen inspection and repair)”
were set up to select test items and consider test and evaluation methods. In December 1997, running tests
started.
Review by “the analysis and evaluation group on the results of testing for the extension of car inspection
intervals (Shinkansen)” found that the interval for running gear inspection could be extended from 12 months
or 450,000 km to 18 months or 600,000 km and that the interval for general inspection could be extended from
36 months or 900,000 km to 36 months or 1,200,000 km. With that, the relevant Ordinance of the Ministry of
Land, Infrastructure, Transport and Tourism was revised on December 25, 2001, and the revised ordinance
came into effect on March 31, 2002.
483
Changes in inspection intervals for Shinkansen
Ordinance, etc. 0 300,000 km 600,000 km 900,000 km 1,200,000 km Remarks

Ministry of Transport 30 days 1 year 2 years Shinkansen Railway Vehicle
Ordinance 30,000 km 450,000 km 900,000 km Operation Rule (Ministry of
◎ ○ △ ◎ Transport Ordinance No. 71
dated September 30, 1964)
Standards for car 30 days 12 months 24 months Japan National Railways
inspection intervals 20,000 km 240,000 km 720,000 km
(1964) ◎ ○ △ △ ◎
Standards for car 30 days 12 months 24 months
(1969) ◎ ○ △ △ ◎
Standards for car 30 days 12 months 30 months
(1971) ◎ ○ △ △ ◎
Standards for car 30 days 12 months 36 months Approval (Tetsuho No. 55 dated
inspection intervals 30,000 km 300,000 km 900,000 km June 28, 1984)
(1984) ◎ ○ △ △ ◎
Memoranda for 30 days 12 months 36 months Privatization of Japan National
Shinkansen 30,000 km 300,000 km 900,000 km Railways
maintenance (1987) ◎ ○ △ △ ◎
Memoranda for 30 days 12 months 36 months
Shinkansen 30,000 km 450,000 km 900,000 km
maintenance (1993, ◎ ○ △ ◎
1995)
Partial revision to 30 days 1 year 3 years Ministry of Transport
Ministry of Transport 30,000 km 450,000 km 900,000 km Ordinance No. 19 in March
Ordinance ◎ ○ △ ◎ 1997 extending the general
inspection intervals
Partial revision to 30 days 12 months 36 months Revision to Ministry of Land,
Ministry of Land, 30,000 km 600,000 km 1,200,000 km Infrastructure, Transport and
Infrastructure, ◎ ○ △ ◎ Tourism Ordinance of
Transport and Tourism December 25, 2001, which
Ordinance came into effect on March 31,
2002
Notes) ◎: General inspection △: Running gear inspection ○: Regular inspectio
484
Straddled Type Monorails, Suspended Railways and Guide-rail System Railways
■Straddled type monorail, suspended railway and guide-rail system railway

○Monthly inspection, critical parts inspection and general inspection
・Since “the previous Railway Vehicle Operation Rule” came into effect in April 1987, the straddled type
monorails, suspended railways and guide-rail system railways had not experienced any serious car
accidents attributable to the extended inspection intervals. This was mostly due to the improvements made
in a range of equipment used, in the quality of parts used and in the quality of maintenance, all achieved
through technological advancement.
・With this in mind, in order to verify whether the inspection intervals for straddled type monorails, suspended
railways and guide-rail system railways could be extended to those used for the ordinary electric railcars
without posing safety or reliability problems, running tests were started on approved cars during
commercial operation in October 1990 for critical parts and general inspection and in June 1994 for
monthly inspection.
・The running tests and subsequent research and analysis of failure, wear and degradation of the components,
parts, lubricants, etc. revealed that the current inspection intervals could be extended to those for the
ordinary electric railcars without posing safety or reliability problems.
・Based on these findings, the relevant Ministerial Ordinance was revised in January 1997, extending the
interval from two months to three months for monthly inspection, from two years to three years for critical
parts inspection and from four years to six years for general inspection.
○Research and analysis

・Research and analysis of failures
→How failures occurred
→Number of months that passed after inspection and before failures
→Mileage that was covered after inspection and before failures
→Failures by system
→Causal factors for failures
→Types of failures
→Overview of failures that occurred during the extended portion of inspection intervals and measures to
prevent recurrence
・Research and analysis of wear and degradation
→Overview of wear
→Degradation of rubber and other parts prone to degradation
→Degradation of lubricants
→Degradation of hoses
・Review of inspection and repair programs and car design in relation to extension of inspection intervals
485
Non-conventional Railways (Trolley Buses)
■Non-conventional railway (trolley bus)

○Inspection of trolley buses
・Currently, the interval for important parts inspection (train inspection) is four days. This is the result of
extension made in several steps from the initial one day thanks to higher reliability and durability achieved
through the improvement of a range of equipment and parts based on inspection and analysis of car failures.
・The intervals for monthly inspection, critical parts inspection and general inspections have not been changed
in the past: one month, one year and three years, respectively.
NOTE: All trolley buses currently in service are suspended during the winter period. Given this, regular car
inspection will continue to be made in accordance with the current standards.
486
Changes in inspection intervals for suspended and straddled type monorails
Operator Straddled Suspended Straddled Suspended Straddled

Tokyo Monorail Shonan Monorail Kitakyushu Monorail Chiba Urban Monorail Osaka Monorail Tokyo Tama Intercity
Effective since Monorail
September 1964 Monthly inspection:
1 month
Critical parts inspection:
1 year
General inspection:
2 years
(Opening)
March 1970 Monthly inspection:
1 month
1 year
General inspection:
3 years
(Opening)
June 1983 Monthly inspection:
2 months
2 years
General inspection:
4 years
(Approval)
January 1985 Monthly inspection:
1 month
1 year
General inspection:
3 years
(Opening)
April 1987 Monthly inspection: Monthly inspection:
2 months 2 months
Critical parts inspection: Critical parts inspection:
2 years 2 years
General inspection: General inspection:
4 years 4 years
(Revised Ministerial (Revised Ministerial
Ordinance) Ordinance)
487
January 1988 Monthly inspection:
2 months
2 years
General inspection:
4 years
(Registration)
March 1988 Monthly inspection:
2 months
2 years
General inspection:
4 years
(Opening)
June 1990 Monthly inspection:
2 months
2 years
General inspection:
4 years
(Opening)
October 1990 Monthly inspection: Monthly inspection: Monthly inspection: Monthly inspection:
2 months 2 months 2 months 2 months
Critical parts inspection: Critical parts inspection: Critical parts inspection: Critical parts inspection:
3 years or 400,000 km 3 years 3 years 3 years
General inspection: General inspection: General inspection: General inspection:
6 years 6 years 6 years 6 years
(Approval) (Approval) (Registration) (Registration)
488
Changes in inspection intervals for suspended and straddled type monorails
Operator Straddled Suspended Straddled Suspended Straddled

Tokyo Monorail Shonan Monorail Kitakyushu Monorail Chiba Urban Monorail Osaka Monorail Tokyo Tama Intercity
Effective since Monorail
April 1991 Monthly inspection:
2 months
3 years
General inspection:
6 years
(Registration)
June 1994 Monthly inspection: Monthly inspection: Monthly inspection: Monthly inspection: Monthly inspection:
3 months 3 months 3 months 3 months 3 months
Critical parts inspection: Critical parts inspection: Critical parts inspection: Critical parts inspection: Critical parts inspection:
3 years or 400,000 km 3 years 3 years 3 years 3 years
General inspection: General inspection: General inspection: General inspection: General inspection:
6 years 6 years 6 years 6 years 6 years
(Approval) (Approval) (Registration) (Registration) (Registration)
January 1997 Monthly inspection: Monthly inspection: Monthly inspection: Monthly inspection: Monthly inspection:
3 months 3 months 3 months 3 months 3 months
Critical parts inspection: Critical parts inspection: Critical parts inspection: Critical parts inspection: Critical parts inspection:
General inspection: General inspection: General inspection: General inspection: General inspection:
(Revised Ministerial (Revised Ministerial (Revised Ministerial (Revised Ministerial (Revised Ministerial
Ordinance) Ordinance) Ordinance) Ordinance) Ordinance)
October 1998 Monthly inspection:
3 months
3 years
General inspection:
6 years
(Opening)
489
Changes in inspection intervals for trolley buses and guide-rail system railcars
Operator Trolley Guide-rail New transport system

buses system
Effective railcars
since Kansai City of Kobe New Osaka Yamaman Saitama Seibu Yokohama Hiroshima Tokyo Osaka Port
Electric Sapporo Transit Municipal Company Shintoshi Railway New Transit Rapid Waterfront Transport
Power Transportation Company Transportation Yukarigaoka Kotsu Ina Company Company Transit New Transit System
Company Bureau Port/Rokko Bureau Nanko Line Line Yamaguchi Seaside Line Astram Line Yurikamome Company
Kanden subway lines Line Port Town Line Rinkai Line
Tunnel Line
Trolleybus
line
October Critical parts Critical parts Critical parts
1990 inspection: inspection: inspection:
3 years 3 years 3 years
General General General
inspection: inspection: inspection:
(Special (Special (Ministry of
approval) approval) Transport
(6-car sets Regional
only) Transport
Bureau,
Land
Technical
Safety
Department
Chisha No.
119-2)
March 1991
April 1993 Critical parts

inspection:
3 years
General
inspection:
6 years
(Special
approval)
All sets
490
May 1994 Monthly Monthly
inspection: inspection:
3 months 3 months
(Special (Ministry of
approval) Transport
Railway
Bureau
Tetsuho No.
57-2)
June 1994 Monthly Monthly Monthly
3 months 3 months 2 months
(Special (Special Critical parts
approval) approval) inspection:
(6-car sets (1-car set 2 years
only) only) General
inspection:
4 years
(Opening)
November Monthly
1995 inspection:
2 months
Critical parts
inspection:
2 years
General
inspection:
4 years
(Opening)
October Monthly Extension of
1996 inspection: the trial
3 months period shown
(Special above
approval) (Special
All sets approval)
(1-car set
only)
491
March 1997 Monthly Monthly Monthly
3 months 3 months 3 months
Critical parts Critical parts Critical parts
(4 years General (4 years
for new cars) inspection: for new cars)
General 6 years General
inspection: (Ministry of inspection:
6 years Transport 6 years
(7 years Ordinance (7 years
for new cars) No. 1 of for new cars)
(Ministry of 1997) (Ministry of
Transport Transport
Ordinance Ordinance
No. 1 of No. 1 of
1997) 1997)
April 1997 Monthly Monthly
3 months 3 months
Critical parts Critical parts
3 years 3 years
General General
6 years 6 years
(Ministry of (Ministry of
Transport Transport
Ordinance Ordinance
No. 1 of No. 1 of
1997) 1997)
492
July 1997 Monthly
inspection:
3 months
Critical parts
inspection:
3 years
General
inspection:
6 years
(Special
approval
terminated
by Ministry
of Transport
Ordinance
No. 1 of
1997)
November Monthly
1997 inspection:
3 months
Critical parts
inspection:
3 years
(4 years for
new cars)
General
inspection:
6 years
(7 years for
new cars)
(Ministry of
Transport
Ordinance No.
1 of 1997)
December Monthly
1997 inspection:
3 months
Critical parts
inspection:
3 years
General
inspection:
6 years
(Opening)
493
発行日　平成 25 年３月 21 日
監修　　国土交通省鉄道局
日本語版発行　　社団法人　日本鉄道車両機械技術協会
英語版発行　　　社団法人　海外鉄道技術協力協会
Date of publication　　21st March 2013

Compiled under the supervision of
Railway Bureau Ministry of Land, Infrastructure, Transport and Tourism
Japanese version issued by
Japan Railway Rolling Stock & Machinery Association
English version issued by
Japan Railway Technical Service

011-Technical Regulatory Standards On Japanese Railways (Rolling Stock)

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Technical Regulatory Standards

Compiled under the supervision of:

Japanese version issued by:

English version issued by:

ministerial ordinances or other technical regulatory standards on railway should provide

Also, to serve as a reference for technical judgment by railway operators, noncompulsory

“Approved Model Specifications” that provide numerical interpretations of ministerial ordinances,

etc. have been prepared and distributed.

Machinery Association that serves as an executive office for the Society.

maintenance, train operation.

producing this publication.

March 2002 Kenji Shiratori

Technical Councilor (In Charge of Railway Bureau)

Minister’s Secretariat, Ministry of Land, Infrastructure,

Transport and Tourism

- Public Notice on Periodic Inspection of Facilities and Rolling stock

[Approved Model Specifications]

Article 1 Objective............................................................................................................................ (3)

Article 9 Safety Assurance of Train Operation ................................................................................(36)

Rolling Stock Structure

Section 1 Rolling St ock Gauge

Section 4 Carbody Structure and Rolling Stock Devices

Article 86-2 Devices to Record the Train Operation .....................................................................(253)

Maintenance of Rolling Stock

Article 87 Maintenance of Facilities and Rolling Stock ................................................................(265)

Chapter 11 Special Railways

Article 120 Special Railways .....................................................................................................................(443)

Chapter 1 General Rule

[Approved Model Specifications]

1. Ideals for Future Railway Technology Administration

1-2 Report by the Transport Policy Council

1-3. Establishment of a Technical Standards Committee

2. Background to the Formulation of the Ministerial Ordinance to Provide Technical Regulatory

2-2. Terms Examined for Revision

2-4. Ideals for Ministerial Ordinances, etc.

3. Concepts of Article 1 (Objects) of this Ministerial Ordinance

3-2. Concepts of Safety in Transportation

3-3. Concepts and Ideas Regarding the Reliability of Transportation

1. New Railway Lines with Shinkansen Specifications

Paragraph 2 of the Supplementary Provisions

Paragraph 3 of the Supplementary Provisions

7. Station and Halt

8. Railway Shed (or Train Depot)

10. Motive Power Unit

11. Rail Signal

12. Dangerous Items

13. Levitated Railways

14. Terms in implementation standards

I-1 Related to Article 3 (Implementation Standard)

Ministry of Land, Infrastructure, Transport and Tourism

Ministerial ordinances, etc.

Approved model Reference Implementation

Reflected in (When different from approved model

2-2. Formulation and Review of Approved Model Specifications

4. Preparation of Implementation Standards

5. Matters to Consider Regarding the Formulation of Implementation Standards

3. Competent Director of the District Transport Bureau

[Approved Model Specifications]

[Approved Model Specifications]

2. Consideration of Extreme Noise on Shinkansen Railways

2. Sequence of Committee-related Developments

3. Finalization of the Committee to Investigate the Needs of Mobility-handicapped people

Basic Conduct of Discussions