Editing Shinkansen (section)

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