The Japan Railways (JR) network is comprised of two track gauges: narrow gauge (1,067 mm) and standard gauge (1,435 mm). Due to this difference in gauge, Shinkansen trains and conventional trains cannot run on the same tracks, and, consequently, passengers are forced to transfer at intermediate junctions. A Gauge-Changing Train currently being developed changes its wheel gauge automatically while passing through a tapered transition track section, called the Gauge-Change Equipment. All axles of the Gauge-Changing Train are powered; thus it can transit between the two gauges completely under its own power without having to stop. A prototype three-car test train was built in 1998, and is now undergoing feasibility testing. High-speed performance tests and endurance tests have been completed overseas, attaining a maximum speed of 246 km/h and a cumulative running distance of about 600,000 km. Since the autumn of 2001, the train is undergoing performance testing on narrow gauge lines in Kyushu and Shikoku in Japan.

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We have been developing a variable gauge system for through-operation between standard-gauge Shinkansen and narrow-gauge conventional sections since 1994. A Gauge Change Train (GCT), an experimental 3-motor-car electric multiple unit (EMU), was completed for test purposes in autumn 1998 to verify the basic efficiency of this system. It has been designed to run at a maximum speed of over 300 km/h on Shinkansen and 130 km/h on conventional lines under a catenary voltage of 20 kV, 25 kV (50/60 Hz) AC and 1.5 kV DC. It had already been for a year's high-speed endurance evaluation at the Transportation Technology Center in Pueblo, U.S.A. from spring 1999 before being subjected to highspeed and curving performance trials on JR Kyushu and JR Shikoku narrow-gauge lines and gauge change performance and AC-DC section running tests with JR West from 2001 to 2003. We verified running stability at 130km/h on narrow gauge lines and will implement a high-speed performance test on Shinkansen lines in the near future.

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For the gauge-changeable EMUs (free-gauge train), we have been developing two types of new gauge change bogies, types A and B. The type A bogie adopts the direct drive motor system to mount a motor directly on the side of a wheel, independent wheel system, and wheel-set steering system. The type B bogie adopts the cardan drive system. Both bogies can change the wheel gauge between the narrow gauge and standard gauge sections. This paper discusses their construction and mechanism to change the wheel gauge.

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The Gauge Change Equipment (GCE) is a ground system that changes the wheel gauge of Gauge Change Train (GCT) at a connecting point between two different track gauge sections. The development of this equipment was started in 1994, and the fifth version was installed in Shin-Shimonoseki maintenance depot on Sanyo Shinkansen line in March 2001. As a result of a total of 1,558 of gauge change tests with GCT, we confirmed that the GCE has sufficient strength and performance. We also verified the durability of support rollers using originally developed test rig.

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We have developed two types of traction motors for a gauge change train. One type is a direct drive type synchronous motor using a rare earth magnet permanent magnet. The other type is a conventional cardan drive asynchronous motor. Type tests of the two types of motors showed good results. A high speed endurance running test of a gauge change train was carried out in the U.S.A. for about two years. During the running test, no trouble occurred with these motors. An overhaul inspection after the running showed no damage on the motors.

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This paper describes the traction equipment of the electrical motive units (EMUs) of Gauge Changing Train (GCT). These state-of-the-art EMUs are equipped with downsized direct drive type permanent magnet synchronous motors (PMSMs) for traction to run at five supply voltages in Japan, including Shinkansen and conventional narrow-gauge lines. The paper also illustrates the test results of operation on Shinkansen and conventional narrow-gauge lines and on a gauge-changing section that connects different gauge lines.

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