This thread will be about:

High-speed rail (Shinkansen, maglev, etc.) 高速鉄道
Intercity rail (limited express, sleepers, etc.) 特急
Freight rail 貨物列車
Long-distance bus
etc.

Here is a link to the big transit thread so you can read the old news and articles: http://www.skyscrapercity.com/showthread.php?t=194709

Shinkansen quake survivability key selling point
http://search.japantimes.co.jp/cgi-bin/nn20110616f1.html


By DAISUKE YAMAMOTO
Kyodo

Japan may have found a silver lining in the March earthquake, seeking to sell bullet trains abroad, as the high-speed train system proved resilient against the powerful 9.0-magnitude temblor of March 11.

Shinkansen have long been synonymous with safety. But experts and government officials say safety alone is not enough to market the trains, saying more is needed, including flexibility that caters to local needs, to compete with European countries and emerging Asian rivals.

When the massive quake struck the northeast, 27 bullet trains, including a model that can hit speeds of 275 kph, were traveling in the Tohoku region.

All that were hauling passengers stopped without a derailment or injuries as a quake detection system triggered emergency brakes on the trains 9 to 12 seconds before the main earthquake struck.

Some officials argue that railways have taken on added importance for the country because the other pillar of its infrastructure exports, atomic power plants, has suffered a severe setback due to the Fukushima No. 1 nuclear plant crisis.

"The government is ready and willing to work hand in hand with Japanese companies in promoting shinkansen abroad," said Seiichiro Yoshioka, deputy head of the transport ministry's Office of Global Strategy for Railways Development.

Figures back up the eagerness shown for railway exports. An October 2010 report by the Association of the European Rail Industry estimated the world's rail market at €136 billion (¥14.3 trillion) annually. That is more than the estimated €80 billion (¥8.4 trillion) for the comparable aviation market.

The train market is projected to grow between 2 and 2.5 percent annually until 2016, with many countries, principally the United States, but also Brazil, India and Vietnam, planning to build high-speed lines.

Japanese companies, some facing severe shortfalls in domestic public works projects and others having a tough time abroad with consumer electronics and automobiles, are eager to tap the rail market.

In California, a consortium of Japanese companies, including East Japan Railway Co., operator of the Tohoku Shinkansen Line, and led by Kawasaki Heavy Industries Ltd., a major railcar manufacturer, has registered its interest in the state's proposed high-speed rail project.

But the group faces tough competition with not only rivals from France and Germany — established players in high-speed rail — but also fledgling entries into the market, including firms from China and South Korea, which boast low costs.

Japan says in promoting its shinkansen that the cars are wider-bodied and lighter than its European rivals — France's TGV, for example — and require smaller tunnels due to their air tightness, which reduces costs.

But difficulties lie in the different approaches to collision prevention between Japan, and European countries and the U.S., the officials and experts say.

In Japan, shinkansen run exclusively on dedicated tracks, often elevated sections that stretch over many kilometers without crossings. But in Europe and elsewhere, high-speed trains also run on the same tracks used by heavier and slower freight trains, with grade crossings adding to the risk. Japanese companies have also been slow to commit to meeting calls by local hosts for the construction of train manufacturing and maintenance plants that create jobs.

Takeshi Fukayama, a senior consultant and expert in railway development at Mitsubishi Research Institute, urges the government to do more to help in marketing shinkansen.


The train that derailed approaching Sendai is believed to have already slowed to less than 70 km/h before the shaking arrived thanks to the emergency braking initiated by the earthquake detection system. Only one bogie (four wheels) on one car (Car No. 4) of the 10-car set derailed, and the Transport Safety Committee says it was likely caused by a “rocking” effect, with the vibration being amplified as a result of the viaduct structure and differences in materials.
http://www.yomiuri.co.jp/national/news/20110425-OYT1T01389.htm

JR West to install anti-derailment guards on the San’yō Shinkansen
http://sankei.jp.msn.com/economy/news/110616/biz11061608440003-n1.htm


On June 15, JR West announced anti-earthquake measures for the San’yō Shinkansen. The railway revealed plans to install anti-derailment guards to prevent large-scale derailments of trains between Shin-Ōsaka and Himeji as a result of earthquakes.

In the Chūetsu Earthquake in Niigata Prefecture in October 2004, eight out of ten cars on a Jōetsu Shinkansen train traveling at approx. 200 km/h derailed. In the Great East Japan Earthquake, one car on a deadheading Tōhoku Shinkansen train (ten cars) derailed, pushing JR West to move forward with anti-earthquake measures.

According to JR West, the anti-derailment guards are made of steel, and approx. 50 cm in width, placed between the rails. Even if a train derails as a result of an earthquake, the cars catch on the anti-derailment guard, preventing a major train derailment.

Within the full length of the San’yō Shinkansen, the Shin-Ōsaka – Himeji section is believed to be particularly at high risk to suffer an earthquake capable of causing derailment, and JR West will move forward with installation starting this fiscal year until the end of FY2015.

In order to quickly detect earthquakes and stop trains, the railway will also carry out improvement works to its earthquake early detection and warning system installed at ten locations along the coastline of western Japan. The railway will upgrade the system, currently only capable of detecting P-waves (preliminary tremors), to allow for detection of S-waves (primary motion).

The anti-derailment guards to be installed between rails on the San’yō Shinkansen.
http://img845.imageshack.us/img845/1646/biz11061608440003p1.jpg


The guards will be installed on 114 km (70%) of the 166 km Shin-Ōsaka – Himeji section. JR West has already completed seismic reinforcement of 340 of 1,800 viaduct columns needing reinforcement, and will complete the rest by FY2017. They are also considering installing anti-derailment guards all the way down to Hakata in the future.

Short Al Jazeera feature on the maglev (2011.07.01):

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It appears they got the opening year wrong, though... 2025 was the original target date.

Recent E5 Hayabusa clips

Despite the earthquake and tsunami, seat utilization has been high on the Hayabusa ever since service on the Tōhoku Shinkansen was reinstated on 2011.04.29, and JR East ran additional Hayabusa trains in June to help cope with ridership demand. The GranClass in particular appears to be especially popular, and has been consistently full. Here’s some recent clips of the E5s:

First, some night scenes at Tōkyō Station (2011.05.01). People walking up and taking pictures beside the train and the crew frantically cleaning and restocking the train. Lots of curious eyes peering into the GranClass car (Car No. 10).

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Source: satoshisan6395 on YouTube

From the mist, passing Nasu–Shiobara:

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Source: 113icecream on YouTube

Arriving at some station, somewhere:

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Source: TUKIRAILWAY on YouTube

A ride / window view on Hayabusa 506[/b] from Sendai to Tōkyō, the second day after service was restored (2011.04.30). This is an evening run, departing Sendai at 18:19.

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[i]Source: karibajct on YouTube

anyone please post a railway map of Japan, not only overall map, but I want some regional maps or private railway maps. Thank you.

quashlo do you know what's the difference between the E5 & E6 series?

E6 is like a mini-Shinkansen version of E5. It's designed to run on the Akita Shinkansen, which is a regauged (1,067 mm to 1,435 mm) conventional line. The E5 just runs on regular Shinkansen tracks, but the E6 can run on both regular Shinkansen tracks and mini-Shinkansen tracks.

anyone please post a railway map of Japan, not only overall map, but I want some regional maps or private railway maps. Thank you.

For regional maps, you can try the maps by Meik design.

Tōkyō – Yokohama – Chiba
http://www.meik.jp/2rosenzu/tokyo_rosenzu.html

Nagoya
http://www.meik.jp/2rosenzu/03_nagoya-rosenzu.html

Ōsaka – Kōbe – Kyōto
http://www.meik.jp/2rosenzu/02_osakakoiki-rosenzu.html

Time savings with FGT reduced to only 12 minutes on Nagasaki – Hakata section
http://www.saga-s.co.jp/news/saga.0.1887247.article.html


MLIT overestimates benefits vs. costs
In the dilemma over the Ministry of Land, Infrastructure, Transport and Tourism’s (MLIT) overestimation of the benefits vs. costs of the Nagasaki route of the Kyūshū Shinkansen, after conducting another estimate based on the development state of the Free-Gauge Train (FGT), the MLIT found that travel times between Hakata and Nagasaki would be 1h33m, substantially reducing the original time savings of 26 minutes being advertised by the MLIT to a mere 12 minutes. A “super limited express” design would save 15 minutes, beating out the FGT and putting into question the introduction of the FGT.

According to the MLIT, the target development speed of the FGT is 270 km/h on Shinkansen sections and 130 km/h on the Nagasaki route (Takeo Onsen – Isahaya), which is the same gauge as zairaisen (conventional lines). Based on these speeds, Nagasaki to Shin-Ōsaka would take 4h13m. The estimates put out by the MLIT in 2004 based on 300 km/h on Shinkansen sections and 200 km/h on the Nagasaki route resulted in travel times of 1h19m and 3h41m, respectively, and the newest estimates have substantially reduced the time savings benefit of the line.

The super limited express scenario assumes 160 km/h, currently the top speed of limited expresses running on zairaisen, for the Takeo Onsen – Isahaya section. The super limited express is 1h30m on the Nagasaki – Hakata section (three minutes faster than the FGT), and when transferring at Hakata to a Nozomi, 4h8m on the Nagasaki – Shin-Ōsaka section (five minutes faster than the FGT).

However, in the benefit-cost analysis, the FGT showed a 1.3 benefit-cost ratio while the super limited express showed a 1.1 benefit-cost ratio. As to why the FGT, with its lower time savings benefit, showed a higher benefit-cost than the super limited express, the Facilities Division of the MLIT explains, “For the FGT, we quantified the reduction in psychological stress associated with transferring trains and the associated increase in ridership, and added it as a benefit.”

In regards to the future implementation plans for the Nagasaki route, at a press conference following a cabinet meeting on April 28 MLIT minister Ōhata Akihiro emphasized his stance to continue with introduction of the FGT: “Even this new benefit-cost estimate that conforms to the current realities shows a 1.3 ratio, an appropriate number. Our line of thinking on this project hasn’t changed.”

Saga Prefecture governor Furukawa Yasushi remarked, “While this estimate may be based on the current level of technological development, I am counting on them to focus on further development and fulfill the original promise on speeds 200 km/h or faster.”

Free-Gauge Train (FGT) and “super limited express”
The FGT is a train that can change gauge and run on both zairaisen and Shinkansen sections. On the Nagasaki route, the FGT will make direct service between Nagasaki and Shin-Ōsaka possible. A “super limited express” design between Nagasaki and Hakata would run on the new section being constructed between Takeo Onsen and Isahaya, and use zairaisen tracks elsewhere.


The analysis also showed that the “super limited express” option would generate higher benefits per rider, as the FGT would mean passengers having to pay Shinkansen-class fares for short journeys even within Kyūshū. Alternatively, the FGT showed higher benefits for JR Kyūshū, as their fare revenues would increase.

Free-Gauge Train begins tests on Yosan Line

The FGT began tests on the Yosan Line in Shikoku on the late evening of 2011.06.27 and early morning of 2011.06.28. First test runs were only 40 km/h, but they will increase to 130 km/h by mid-July on straight sections between Tadotsu and Sakaide before jumping into the real trial runs on the curves between Tadotsu and Takihama. The tests will continue until late September, after which they will decide the fate of the technology. But if there aren’t any major problems found, they will move forward with durability tests and run the train for 100,000 km to check on the gauge-change equipment and amount of wear on the train’s wheels, with the goal of developing a practical application of the technology by late 2013.

A pretty comprehensive HD tour of the FGT at Iyo Saijō Station in Shikoku (2011.05.30):
Source: IyoOhzu on YouTube

Overview and ceremonies, with an interlude of some of JR West’s current limited express sets (8000 series on the Shiokaze and Ishizuchi). This was a big local publicity event to increase awareness of the FGT and its benefits, so there were a lot of young children brought in and local TV stations were present.

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FGT arrival at Platform 1

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Tour of the FGT.
The end cars were manufactured by Kawasaki Heavy Industries, while the intermediate car was manufactured by Hitachi. Currently, gauge-change bogies (manufactured by Kawasaki and Nippon Sharyō) are equipped on only the end cars—as the train is only testing on narrow-gauge 1,067 mm track, the bogies on the intermediate car are regular bogies, manufactured by Kawasaki. The middle car also features small steps that extend out to fill in the gap between the platform and the train (regular Shinkansen trains have a larger loading gauge, so a gap naturally forms when mini-Shinkansen trains stop at Shinkansen platforms).

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A tour of the Sogō Shinji Memorial Museum, where they have a small exhibit on the FGT and a model that explains the gauge-change mechanism. Sogō Shinji is a local Ehime Prefecture hero of sorts, serving as the fourth director of the Japanese National Railways (JNR) from 1955 to 1963. He’s referred to as the “father” of the Shinkansen.

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Shin-Ōsaka Station construction update

Some recent pics of the construction of a new track (Track No. 27) and side platform and two new sidings at Shin-Ōsaka Station.
Source: http://building-pc.cocolog-nifty.com/map/ (http://building-pc.cocolog-nifty.com/map/2011/05/post-1d2f.html)

A portion of the space originally reserved for the proposed Hankyū connection between Shin-Ōsaka and Awaji was converted for use by the new track and platform. To the left is JR Central’s construction area, to the right is JR West’s. A long time ago, I said that the JR West work might be for the Ōsaka Higashi Line extension from Hanaten to Shin-Ōsaka, but the structural frames in these photos don’t seem to be built sturdy enough for that… Instead, this is probably for an elevated transfer concourse between the ground-level zairaisen tracks and the Shinkansen, as well as an east-west public passage + platform bridge.

http://img824.imageshack.us/img824/2099/osakashin11051.jpg

The new Platform 27 under construction. These photos are shot from the lesser known East Exit at the station.

http://img19.imageshack.us/img19/4480/osakashin11052.jpg

http://img42.imageshack.us/img42/9851/osakashin11053.jpg

Most people using the station use the larger West Exit or transfer directly to JR lines or the Midōsuji Line. The East Exit is a well-kept secret, but has its own small rotary and plaza.

http://img687.imageshack.us/img687/1640/osakashin11054.jpg

Facing east, we can tell from the relatively new concrete and the base for one of the columns for the overhead supports that they widened this section here.

http://img818.imageshack.us/img818/7986/osakashin11055.jpg

The unassuming East Exit.

http://img820.imageshack.us/img820/3584/osakashin11056.jpg

There’s also a small park on the south side of the viaduct.

http://img840.imageshack.us/img840/4742/osakashin11057.jpg

Moving to the other side of the station, to the west end. Left is JR West work, right is JR Central work.

http://img839.imageshack.us/img839/5324/osakashin11058.jpg

Thunderbird to be cut back to Kanazawa after Hokuriku Shinkansen opening
http://mainichi.jp/area/toyama/news/20110702ddlk16040602000c.html


On July 1, it was revealed that there is a high likelihood that the Thunderbird limited express connecting JR Ōsaka Station and Toyama Station will be cut back to Kanazawa Station with the opening of the Hokuriku Shinkansen in late FY2014. JR West Kanazawa Branch Office vice-president Naruoka Takashi, who was invited as a guest attendee to the Toyama Prefectural Assembly’s Shinkansen and Comprehensive Transportation Strategy Special Committee, remarked, “As a basic rule, we are not envisioning operations east of Kanazawa.”

The Special Committee has been discussing the future of operations on the parallel zairaisen conventional line to be transferred out of JR West ownership after the opening of Hokuriku Shinkansen. In addition to Naruoka, the Special Committee also invited representatives from railway operators in Toyama Prefecture and others on the same day to gather opinions on issues related to the Shinkansen opening.

Regarding the Thunderbird, Special Committee member and Prefectural Assemblywoman Okuno Eiko asked, “Cutting the Thunderbird back to Toyama will likely make access from Toyama to the Kansai area more inconvenient. What sorts of plans do you have following the Shinkansen opening?” In response, Naruoka indicated that trains would turn back at Kanazawa Station: “The functions of the limited express east of Kanazawa will be replaced by the Shinkansen, so as a basic rule, we are not envisioning a limited express service from the Kansai area (towards Toyama).” Meanwhile, Naruoka also added that the railway is “considering how to prevent transferring at Kanazawa Station from being an inconvenience” after the opening.

In addition, Naruoka indicated that the railway has no plans to abandon operations on the JR Jōhana Line or other “branch lines” of the Hokuriku Line, but remarked, “Ridership is in substantial decline, and we want to sit down with local governments and discuss strategies to deal with the issue.”

In addition, in regards to operations of the parallel conventional line, Naruoka said that the railway “will provide support, including dispatching its employees to the local prefectural operating companies.” However, in regards to the transfer of tracks and other railway assets, Naruoka said that the railway is looking at a book-value transfer, in opposition to Toyama Prefecture’s hopes of a free transferral that would minimize the required initial investment.


12-car Thunderbird trains passing through snow country on the Kosei Line and Hokuriku Main Line (2011.01):

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Source: hellokt21 on YouTube

The JRTT also recently (2011.05.31) began laying down rail for the Hokuriku Shinkansen in Toyama Prefecture for the first time. With a workforce of 10, they will lay about 600-800 m of track a day, and it will take them about two years to finish the entire section within Toyama Prefecture (~90 km). News report:

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Source: eiki0205 on YouTube

Tsunami damage

A few photos of the damage from one of my favorite photo-bloggers.

An ED75 locomotive that was hauling a now-derailed freight train on the Jōban Line.

http://img97.imageshack.us/img97/2162/dsc2806x.jpg
Source: http://denshawotorou.blog73.fc2.com/ (http://denshawotorou.blog73.fc2.com/blog-entry-457.html)

While there is good news with the return of C6120 to revenue service, another SL still awaits help after suffering damage in the tsunami. C5816 had been preserved and on display at Matsubara Park in Minami-Sanriku Town, Miyagi Prefecture, but derailed and tipped over under the force of the tsunami.

This particular unit was manufactured by Kawasaki Rolling Stock in 1938, serving first in Hokkaidō, followed by stints in the Tōhoku and Kansai regions, before finally being assigned to Aizu Wakamatsu. Decommissioned in January 1975 and preserved there before being leased to Shizukawa Town (now part of Minami-Sanriku Town) in May 1978.
Source: http://denshawotorou.blog73.fc2.com/ (http://denshawotorou.blog73.fc2.com/blog-entry-462.html)

http://img163.imageshack.us/img163/8436/dsc6839u.jpg

Flipped over atop a local road.

http://img225.imageshack.us/img225/5774/dsc6826.jpg

The 75-ton locomotive would normally be on display here, but was lifted up and carried away by the waters, coming to rest 20 m away.

http://img694.imageshack.us/img694/7749/dsc6827u.jpg

Sendai Pier terminal on the Sendai Waterfront Railway, a freight operator.
Source: http://denshawotorou.blog73.fc2.com/ (http://denshawotorou.blog73.fc2.com/blog-entry-459.html)

First, a shot from 2011.01.13:

http://img221.imageshack.us/img221/1682/dsc5307.jpg

Next, post-earthquake (2011.05.02):

http://img6.imageshack.us/img6/7888/dsc5897na.jpg

A derailed work car Rikuchū Yagi Station on the JR Hachinohe Line (2011.04.08):
Source: http://denshawotorou.blog73.fc2.com/ (http://denshawotorou.blog73.fc2.com/blog-entry-478.html)

http://img844.imageshack.us/img844/6349/dsc3364.jpg

http://img838.imageshack.us/img838/9593/dsc3366q.jpg

http://img14.imageshack.us/img14/7135/dsc3371m.jpg

Cassiopeia and Hokutosei services restored

A little late on this, but service on the Tōkyō – Hokkaidō sleeper trains, the Cassiopeia and Hokutosei, was resumed on 2011.05.20 after being suspended in the aftermath of the earthquake and tsunami. First, some videos.

Scenes from the Tōkyō area on the first day of service resumption (2011.05.20):

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Source: karibajct on YouTube

The Cassiopeia in Hokkaidō, being pulled by two DD51 locomotives.

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Source: nikonikodoradora on YouTube

Some pics:
Source: http://denshawotorou.blog73.fc2.com/ (http://denshawotorou.blog73.fc2.com/blog-entry-466.html)

A silver-painted EF510 pulling a Cassiopeia

http://img135.imageshack.us/img135/6428/dsc7308c.jpg

The coveted observation car on the Cassiopeia.

http://img823.imageshack.us/img823/2244/dsc7320.jpg

The less exclusive counterpart to the Cassiopeia, the Hokutosei, here bound for Ueno in Tōkyō.

http://img818.imageshack.us/img818/2188/dsc7344.jpg

http://img204.imageshack.us/img204/9374/dsc7348v.jpg

JR Kyūshū ad campaign wins gold, bronze, silver Cannes Lions awards

On 2011.06.23, JR Kyūshū's "phantom" All-Kyūshū Wave CM for the Kyūshū Shinkansen opening, produced by Dentsū, received gold, bronze, and silver awards at the Cannes Lions Festival, which recognizes creativity in advertising and communication. Specifically, the campaign won a gold award in the outdoor category, a silver in the media category, and a bronze in the film category. The railway has so far continued to refrain from airing the commercial on TV after the earthquake and tsunami, but there already millions of hits on YouTube as people have been posting versions there.

Here’s the latest in JR Kyūshū's CMs for the Shinkansen, part of the Jackson 5 series.

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Source: gattaman55 on YouTube

New JR West’s CMs for the opening, from April:

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E6 is like a mini-Shinkansen version of E5. It's designed to run on the Akita Shinkansen, which is a regauged (1,067 mm to 1,435 mm) conventional line. The E5 just runs on regular Shinkansen tracks, but the E6 can run on both regular Shinkansen tracks and mini-Shinkansen tracks.

what's the purpose of having mini-shinkansen tracks? to serve certain areas?

Much cheaper than building standard Shinkansen, so there's substantial cost savings, allowing you to serve areas that wouldn't otherwise get direct Shinkansen service.

Hayabusa Gran Class

For those who don't want to fork over the cash, a nice leisurely evening ride in the Hayabusa's Gran Class from Tōkyō to Sendai. Whisper quiet (both running noise and passengers), next to no vibration. :cheers:

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Source: yuse2man on YouTube

^^ I was captivated the entire time by the interior. So beautiful, and even the sliding door was near quiet.

and thanks for clearing that confusion up for me earlier.:)

JR East E657 series testing

A little late on this, but Unit K1, the first unit of the new limited express sets for the Jōban Line, has been out for testing. On 2011.05.27, JR East tested the train on the Katsuta – Ueno section of the Jōban Line. Cars No. 1 through 5 of this unit were manufactured by Kinki Sharyō in Ōsaka, while Cars No. 6 through 10 were manufactured by Hitachi in Yamaguchi.

Scenes at Ueno and Hitachino Ushiku.
Music horn @ 1:55 and standard horn @ 5:28. As the train departs Ueno, you can also see the WiMAX units installed on the roof of the cars.

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Source: tobu2181 on YouTube

Scenes at Abiko, Kita-Senju, and Kita-Matsudo.
Standard horn + whistle @ 1:43.

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Source: krfj8000 on YouTube

New Tōbu CM

New CM for Tōbu Railway began airing 2011.07.08. :)
Promotes the Spacia limited express service from Tōkyō to the Nikkō / Kinugawa area, the foundation of Tōbu's tourism business. At the end, they also slip in news about the Tōkyō Sky Tree, the new broadcast and observation tower (and tallest structure in Japan) that the railway is building near Oshiage in Sumida Ward, Tōkyō. Theme song is Chiheisen made (“To the Horizon”) by Yūko Andō (http://en.wikipedia.org/wiki/Y%C5%ABko_And%C5%8D_%28singer%29).

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Making of the 0 series Shinkansen

Someone was nice enough to upload this 35-minute movie made by Nippon Sharyō in August 1964, describing the design and manufacture process for the first Shinkansen train, the 0 series. Enjoy! (although it will probably be taken down soon)
Source: PANORAMA2268 on YouTube

Part 1
Starts with the design process and assembly of the car body, including welding all the pieces together. Also some scenes of them going back and correcting distortion and warping in the car body after the welding. The car frame is then transported by traverse to the abrasive blaster to remove rust. The body is then covered in rust-inhibiting paint and sent to be tested for air-tightness using the same standards as for airplanes.

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Part 2
Starts with manufacture of bogies. The welded bogie frame is then lifted by gantry crane to the X-ray inspection area. Units that fail the inspection are sent back to be corrected, one spot at a time. After x-ray inspection is a check of the dimensions of the bogie. Next, the bearings and axle box are washed in high-pressure kerosene to prevent foreign material from becoming embedded. The cleaned components are brought to a quarantined area of the plant where they are assembled into complete axles. The completed axles are then assembled together with the Shinkansen’s special diaphragm-type air springs, IS-type axle box suspension, and parallel Cardan drives with flexible couplings. The assembled bogie is then brought in for load tests to inspect and adjust the amount of deflection before completion. Last scene is of the car body, where they inject polyurethane and install glass wool inside the car body to ensure proper air, sound, and temperature insulation.

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Part 3
Starts with the wiring for the lighting, AC, motors, and other equipment. Equipment passing through the car floor is equipped with seals to ensure the air-tightness of the train. Following scenes show installation of various components including the couplers, waste storage tanks, dashboard, automatic train control (ATC), special air-tight windows, wireless / ATC antennas, pantographs, high-voltage cubicle switchboards, AC units, seats, and the guards at the front of the train, formed of five 16-mm thick steel plates. Next is the final paint job in the temperature-controlled paint booth and final assembly, followed by electrical, air pressure, axle load, and water leakage tests.

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Bonus vids:

First, a famous remix of some of the footage of this movie by a railfan. However, I must say that all the arcing at the end makes me appreciate how much the techonology has come… :lol:

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Source: InuyashiKnight on YouTube

Another railfan-produced PV before the retirement of the series in 2008. This one also has some footage borrowed from the movie.

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Source: Lancamento2006 on YouTube

Free Gauge Train testing

Some videos of simple test-hauling along curves at JR Shikoku’s Tadotsu Works (2011.05.20). The ballast and tracks look new, so I suspect they recently modified this section of track just for the test.
Source: tomisatodamu on YouTube

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The rest of the videos can be found at this YouTube channel:
http://www.youtube.com/user/tomisatodamu

I also found some pics of the inside of the train:
Source: Yomiuri Shimbun (http://www.yomiuri.co.jp/osaka/feature/kansai1286328905849_02/news/20110712-OYT8T00149.htm)

http://img96.imageshack.us/img96/150/201107120006011l.jpg

http://img854.imageshack.us/img854/8831/201107120006191l.jpg

http://img833.imageshack.us/img833/3179/201107120006311l.jpg

Kintetsu to introduce next-generation tourist limited expresses
http://www.kintetsu.jp/news/files/20110701tokkyu.pdf


In coordination with the regular rebuilding of Ise Shrine to take place in 2013, Kintetsu will manufacture new tourist limited express trains, offering a style of train travel that has yet to be seen where riding the train is a pleasure in and of itself. We will roll out the trains in revenue service starting in spring 2013, with the aim of promoting revitalization of the Ise–Shima area, the most important tourism hub along our rail network.

Main features

All seats are high-grade seats, in three-per-row configuration (a first for private railways).
With a seat pitch of 125 cm, we will offer an expansive seating space (largest among private railways).
Seats will be equipped with electrically-powered legrests, supporting the lower legs (a first for private railways).
The end cars will be high-floor cars with large glass windows, offering spacious views.
Car No. 3 will be designed as a bilevel car—a Kintetsu trademark—with a second-floor cafeteria space where passengers can enjoy light meals and other refreshments. The first floor will feature group seating, and can be modified for multiple purposes, such as a kids’ room during the summer vacation period.
In Car No. 4, we will install Japanese-style and Western-style private box seating, allowing families and groups to enjoy their journey (first for Kintetsu).

Main features of in-train service

Special customer service attendants will be on board trains to provide a multitude of services, including selling light snacks and drinks and distributing oshibori (hot towels) and commemorative boarding tickets.
We will provide specialized food and drinks for the trains, including specially-produced bentō (boxed meals), original confections, and beer and sake produced locally from areas along our rail lines.

We will manufacture two six-car units for a total of 12 cars, and plan to operate one set from the Ōsaka area and another set from the Nagoya area, both bound for the Ise–Shima area. In addition to the general limited express fee, we also plan to assess a “new tourist limited express surcharge” (temporary name). Details are below.

http://img268.imageshack.us/img268/8472/kintetsu01.jpg

Details of the new tourist limited express
Start of revenue service: Spring 2013 (scheduled)
Service area: Ōsaka / Nagoya to Ise–Shima
Number of new cars: 12 total (two six-car units)
Total investment: ¥3.7 billion
Designer: Yamauchi Rikuhei
Since 1986, Yamauchi has been involved in the design of Kintetsu’s trademark limited expresses, including the Urban Liner, the Sakura Liner, and the Ise–Shima Liner.

Recognitions:
Urban Liner: 1989 Blue Ribbon Award and Good Design Award
Sakura Liner: 1991 Good Design Award
Ise–Shima Liner: 1995 Brunel Award

Car formation:

http://img121.imageshack.us/img121/7153/kintetsu02.jpg

Nose shape:

A sharp polyhedron shape composed of six glass panes.
The glass will reach high up to improve visibility from the inside.

http://img856.imageshack.us/img856/8968/kintetsu03.jpg

Observation car (Cars No. 1 and No. 6):
Capacity: 27 pax (each)

High-level car with large windows offering spacious views.
Key-controlled lockers will be provided near the entrance.

http://img706.imageshack.us/img706/349/kintetsu04.jpg

Cars No. 2 and No. 5:
Capacity: 29 passengers (Car No. 2), 30 passengers (Car No. 5)

Car No. 2 will be equipped with wheelchair-accessible facilities.
The interior will feature glass overhead racks and glass partition doors, creating an open, airy feeling.
A powder room will also be established for female passengers.


Cafeteria car (Car No. 3)
Capacity: 8 passengers

Designed as a Kintetsu trademark bilevel car.
The second floor will feature a cafeteria space where passengers can enjoy light meals.
The first floor will feature exclusive group seating for eight passengers, and can be used for multiple purposes, such as a kids’ room during the summer vacation period.

http://img715.imageshack.us/img715/2130/kintetsu05.jpg

Group seating car (Car No. 4):
Capacity: 26 passengers

Comrpised of three six-passenger private boxes and two four-person suites (one Western-style, one Japanese-style).
Inside the Japanese-style suite, passengers will be able to take off their shows and relax. The suite will feature high-back floor seats, with the seat portion designed to resemble a hori-gotatsu (built-in floor heater) (a first for Kintetsu).
The Western-style suite will feature an L-shaped sofa and table, allowing passengers to relax as if in a living room (a first for Kintetsu).
The suites will be Japan’s largest in terms of space (excluding sleeper cars).

http://img846.imageshack.us/img846/6678/kintetsu06.jpg

Seats:

Seats will be high-grade, with three seats per row (a first for private railways) and a 125 cm seat pitch (largest among private railways), about 20 cm more than our existing limited express trains.
In addition to electrically-powered legrests supporting the lower legs (a first for private railways), seats will also feature sliding drop-down tables, electrically-powered reclining, power outlets, and reading lights.

Ride comfort: All cars will be equipped with yaw dampers.
Lighting: Through frequent use of LED lighting, we will advance energy efficiency. Cabin ceiling lighting will be designed to allow for changes in color, transforming color depending on the time.
Entrance: The entrance will be a unique, open design.

In-train services:

Exclusive customer service attendants
Exclusive attendants will be on board trains to provide a multitude of services, including selling light snacks and drinks and distributing oshibori (hot towels) and commemorative boarding tickets.
Menu of items

Meals: In addition to light meals such as specially-produced curry and pasta, bentō boxed meals, and a menu that offers seasonal variety, we will also offer specially-produced bentō boxed meals available only on these trains, created by famous Japanese restaurants.
Drinks: Locally-brewed beers from along our rail network, wine, sake, juice, etc.
Dessers: Confections available only on the train, etc.

Service using liquid crystal display (LCD) units
Using liquid crystal display (LCD) units, we will offer train information (e.g., destination) and news, as well as tourism information for areas along our rail network, live video feeds from the front the train, satellite digital broadcasts, and anime video. Footage can be selected at passengers’ pleasure on the first floor of the cafeteria car and in the private boxes or suites.

Renovated Fuji Yoshida Station opens: Part 1

One 2011.07.01, a renovated Fuji Yoshida Station on the Fuji Kyūkō (Fuji Express) Line was opened to the public. The station was also renamed to Fuji-san Station (“Mt. Fuji Station”), recognizing the station’s duty as the gateway to Mt. Fuji. You can take the Chūō Rapid Line commuter or intercity trains to Ōtsuki, where you then transfer to the Fuji Kyūkō Line to get to Mt. Fuji. The Fuji Kyūkō Line is also one of the primary access routes to access Fuji-Q Highland (http://en.wikipedia.org/wiki/Fuji-Q_Highland), one of Japan’s more famous amusement parks and owned by the same conglomerate that owns the Fuji Kyūkō Line.

Some pictures:
Source: http://rail.hobidas.com/blog/natori/ (http://rail.hobidas.com/blog/natori/archives/2011/07/post_157.html)

The 7 m tall red torii (shrine gate) that was erected outside the entrance. This particular torii is modeled after the one at the Kitaguchi Hongū Fuji Sengen Shrine, which honors Konohana Sakuhayama-hime (http://en.wikipedia.org/wiki/Konohanasakuya-hime), one of the Shintō kami (spirits) of Mt. Fuji. The station renovation was the work of Mitooka Eiji. The large cloth pieces, reminiscent of noren (curtains) typically found outside restaurants or other shops, also feature the new Mt. Fuji-themed logo frequently used by the railway.

http://img849.imageshack.us/img849/2411/nn0005.jpg

http://img692.imageshack.us/img692/3341/nn0001.jpg

Platforms 2 and 3.
Wood was used in abundance for the canopy, benches, and columns.

http://img638.imageshack.us/img638/494/nn0002.jpg

Next to the the manned ticket gates, which feature new LCD departure boards, is a new, relocated glass-enclosed waiting room at right. The Fuji Kyūkō Railway is a small local line, although it does see a lot of passengers coming to and from Tōkyō who come on daytrips to Mt. Fuji and Fuji-Q Highland. In fact, there are actually a few direct services to from the Tōkyō area.

http://img577.imageshack.us/img577/3023/nn0003.jpg

To make the station more foreigner- and tourist-friendly, signs are now the standard four-language design (Japanese, English, Simplified Chinese, and Korean). I believe the station numbering is also new, making it somewhat easier for foreigners to get their bearings. The LCD departure boards and ticketing machines in the station concourse had already been programmed for four languages in March.

http://img69.imageshack.us/img69/405/nn0004.jpg

The station features a six-floor terminal tenant building, but they added this new rooftop observation deck with tables and bench seating, affording a new view of Mt. Fuji. There’s also renovated shops inside the station concourse and a new food court inside Basement Level 1 of the terminal building.

http://img18.imageshack.us/img18/6301/nn0007.jpg

Commemorative ceremony was attended by Mitooka, the president of Fuji Kyūkō, and alpinist Noguchi Ken ( http://en.wikipedia.org/wiki/Ken_Noguchi). The end of Platforms 2 and 3, which offers a good view of Mt. Fuji, was redesigned to serve double duty as a wooden “viewing deck”. Stopped at the platform is the specially designed Fuji Tozan Train (ex-Keiō 5000 series).

http://img197.imageshack.us/img197/2120/nn0006.jpg

Renovated Fuji Yoshida Station opens: Part 2

Video tour of the festivities and the new Fuji-san Station:

d3wJv_YenWA
Source: karibajct on YouTube

Video tour of the special Fuji Tozan Train, another design by Mitooka Eiji. At the end, there’s also a tour of the Thomas the Tank Engine train.

TS0m0dFxaVU
Source: gie01 on YouTube

Training to become a Shinkansen operator

Another cool video I missed recently, from a TV special in the Kansai area about kids’ dream jobs. #10 on the list for boys was being a train operator. :) A little bit poor quality, but enjoy!

-WqoRFGpH8Y
Source: mumuoji on YouTube

Digest:

First, the video talks about training. Candidates must have at least two years experience each as a station staffperson and a train conductor before become operator on zairaisen (conventional line) trains. The video follows one JR West operator on a run on the Kansai-area urban network, on the JR Kyōto Line from Ōsaka to Takatsuki. He relieves the first operator at Ōsaka and checks the equipment and the schedule, which is planned down to the second. The dwell time at Ōsaka is only three minutes, and he must complete all his checks before then. After arriving at Takatsuki, he heads to the train crew quarters, which come with their own set of pajamas and an inflating body pillow to wake you up so you don’t miss your train duty.

After two years duty as a zairaisen operator, candidates can apply to become a Shinkansen operator. We follow one candidate at JR West’s Hiroshima office, who did five years on the Hokuriku Line. He takes an on-board examination on a 100 series, where the scenario calls for an equipment failure that requires him to stop the train and repair the equipment, but he bungles things and gets chewed out by the instructor. The training lasts about half a year.

Next, we fellow a veteran 61-year-old Shinkansen operator who has been operating Shinkansen trains for 38 years. He arrives 30 minutes before his departure and changes into uniform, for which there are strict rules regarding belt style, sock length, color, etc. He then sets his pocket watch—his most critical piece of equipment—to the official time before taking an alcohol test and getting the OK. He arrives on the platform three minutes before departure on a Hikari run on the San’yō Shinkansen from Shin-Ōsaka to Okayama (he lives in Okayama, and commutes to Ōsaka by Shinkansen, but drives the train on the way back home).

First thing he does after boarding is place his watch on the dashboard. He departs 7 seconds late. Operators are not allowed to use the restroom or bring food or drink into the cab. He arrives at Okayama 2 seconds early. After the passengers alight, he takes the train back to the yard. He then talks about his most memorable experience as a Shinkansen operator, which was being at the helm of the final 0 series run on 2008.12.14.

I am curious about the tourist train...is it only for tourists? And it only serves that area?

I am curious about the tourist train...is it only for tourists? And it only serves that area?

Well, being that they are only building two sets, one for each line serving the Ise area, the service will be restricted to an out and back service, which restricts it to one or possibly two RT a day. I suspect it'll be a seasonal/special event train, or available as a dantai ressha. It's definitely not an intercity unit like the Urban Liner, given the low number of revenue seats and non-revenue space such as lounges and dining areas.

Ōsaka City mayor pushes for central Ōsaka maglev station
http://www.nikkei.com/news/local/article/g=96958A9C93819890E1E2E2E0E08DE1E2E2E4E0E2E3E39E9693E2E2E2;n=9694E3E4E3E0E0E2E2EBE0E0E4E5


In regards to the station on the Chūō Shinkansen maglev planned by Central Japan Railway (JR Central), Ōsaka City mayor Hiramatsu Kunio indicated in an interview with Nihon Keizai Shimbun that “a station in central Ōsaka City was preferable over Shin-Ōsaka.” At a May press conference, JR Central president Yamada Yoshiomi revealed plans to connect into Shin-Ōsaka to accelerate the Ōsaka extension of the Chūō Shinkansen maglev and provide transfers with the existing Shinkansen, but it seems likely that the terminal station will become a heated topic of debate.

Mayor Hiramatsu indicated his belief that not having the original Shinkansen station at Ōsaka Station was a huge minus for Ōsaka’s economy: “Ōsaka’s industrial composition would be different had the Tōkaidō Shinkansen served Ōsaka Station instead.” In addition, Hiramatsu stressed, “If the maglev doesn’t make it to the heart of Ōsaka, it won’t be a true hub or terminal.” However, Hiramatsu avoided making any reference to whether “central Ōsaka City” meant Umeda—home to Ōsaka Station—or Namba further south.

Hiramatsu hasn’t expressed his convictions to JR Central yet, but said, “I hope to bring up the issue in the near future.” The city has some authority with regards to the environmental assessment and urban planning for construction of the maglev station.

The stations and alignment of the Tōkyō – Nagoya section of the Chūō Shinkansen maglev scheduled to open in 2027 have largely been decided. By accelerating the Ōsaka extension, originally scheduled for 2045, there is a possibility that debates over the station’s location and whether the station is underground or deep-underground will also begin earlier than originally planned.

JR Central hints that maglev may actually pass through Kyōto Prefecture
http://www.sankeibiz.jp/business/news/110707/bsd1107072141016-n1.htm


At a press conference in Ōsaka City on July 7, in regards to the Nagoya – Ōsaka route of the Chūō Shinkansen maglev slated to open in 2045, JR Central president Yamada Yoshiomi hinted that there is a possibility the train would pass through southern Kyōto Prefecture in the vicinity of Nara City: “While the master plan calls for a route ‘in the vicinity of Nara City’, there is nothing that says it has to be ‘within Nara Prefecture’.” Kyōto’s financial sphere has been calling for an alignment passing through Kyōto Prefecture, such as a route through JR Kyōto Station connecting to the Tōkaidō Shinkansen.

On June 7, JR Central published the location of proposed intermediate stations on the Tōkyō – Nagoya section of the line slated to open in 2027, and hopes to commence the environmental assessment of the Tōkyō – Nagoya section as soon as this year. As the construction cost is estimated at over ¥9 trillion for the full length of the line, the railway plans to prioritize construction of the Tōkyō – Nagoya section.

In regards to the schedule for the environmental assessment for the section of the line west of Nagoya, Yamada only remarked, “It’s still too far into the future, and we can’t say anything at this point.”

Meanwhile, in response to Ōsaka City mayor Hiramatsu Kunio and the local financial sphere in Ōsaka City, who have been lobbying for a maglev terminal station in central Ōsaka City, Yamada re-emphasized the railway’s intention for a terminal at Shin-Ōsaka Station: “A station other than Shin-Ōsaka would actually make it inconvenient for passengers from Okayama (and other areas on the San’yō Shinkansen).”

In addition, in regards to the Chūō Shinkansen maglev requiring three times the electricity consumption of the Tōkaidō Shinkansen, Yamada continued to stress the railway’s plans to move forward with the project: “Since the opening of the Tōkaidō Shinkansen we have taken up efforts to improve the energy efficiency of trains, and we will do the same for maglev trains with future technological development.”


Sounds like I may have been lucky and gotten it right with my proposed maglev alignment near Nara. :)

Yamanashi will prioritize terminal functions at proposed maglev station
http://www.asahi.com/travel/rail/news/TKY201106200475.html


Regarding infrastructure improvements for the area surrounding the proposed intermediate station on the Chūō Shinkansen maglev slated to be constructed in the Kōchū area, in June 20 Yamanashi Prefecture expressed intentions to focus on the station’s terminal functions to prioritize transport access to other major cities, instead of constructing a new residential neighborhood or commercial district. The prefecture now plans to assemble opinions from the affected cities, towns, and villages, including them in the maglev strategic vision to be compiled in 2012.

Governer Yokouchi Shōmei announced the news in response to questions posed during a session of the Prefectural Assembly.

In the prefectural urban master plan approved in March of this fiscal year, the Prefectural Government revealed a policy to concentrate urban functions such as residential neighborhoods, retail facilities, and public facilities in the central city instead of expanding them to suburban areas. In light of the plans, Governor Yokouchi said that infrastructure improvements surrounding the new maglev station would “not involve development of new urban areas.” By strengthening access with major transport hubs in Yamanashi Prefecture such as central Kōfu City and the area around JR Yamanashi-shi Station, Governor Yokouchi said he hopes to expand the station’s functions as a transit terminal.

Specifically, the infrastructure would be “designed like an airport”: transfers would be streamlined by securing connections with stations on the JR Minobu Line and stops on expressway buses, and a secondary facility would be connected to the maglev station housing a parking facility, bus terminal, souvenir shops, and other functions.

By the end of the year, the Prefectural Government will select a specific candidate station location and confirm the transport requirements for the station, evaluating specific implementation methods while gathering opinions from experts and local jurisdictions.

During the question session, Governor Yokouchi remarked, “The opening of the maglev is Yamanashi Prefecture’s big chance to shine, and we need to make it a catalyst for revitalization. I hope we can expand the large plus benefits generated by the maglev to all of Yamanashi Prefecture.”


I’m typically against suburban or greenfield stations, but getting it into Kōfu was going to be ridiculously expensive. For a relatively small city like Kōfu, keeping most of the functions in the downtown area is probably a good thing, as they’ve been trying to redevelop the area around Kōfu Station (http://www.skyscrapercity.com/showpost.php?p=65982887&postcount=1719).

High school near Hashimoto Station is preferred candidate location for maglev station
http://mainichi.jp/area/kanagawa/news/20110628ddlk14020333000c.html


Kanagawa Prefecture, Sagamihara City, JR consider options
Regarding the establishment of an intermediate station on the Chūō Shinkansen maglev, which JR Central is targeting for a 2027 opening, it was revealed that Kanagawa Prefecture and Sagamihara City have been moving forward on coordination assuming the grounds of the Kanagawa Prefectural Aihara High School abutting the South Exit of JR / Keiō Hashimoto Station (Midori Ward, Sagamihara City) as a likely station site. This is the first time a specific candidate location for the intermediate station on the maglev Shinkansen has been revealed. JR has accepted local intentions and has been evaluating options with an eye towards establishing the station on the high school grounds.

JR Central is scheduled to break ground on the Tōkyō – Nagoya section of the line in FY2014. Within Kanagawa Prefecture, the line will be constructed on an underground alignment from the terminal station at JR Shinagawa Station (Tōkyō Prefecture), and the intermediate station to be established in Sagamihara City will also be an underground station. The construction cost is estimated at approx. ¥220 billion, and JR officials have been requesting that local governments bear 100% of the costs.

The high school grounds which could potentially be home to the future maglev station are prefecturally-owned land comprising 97,700 sq m. The grounds are a premier location next to Hashimoto Station, served by the JR Yokohama Line and Sagami Line and the Keiō Sagamihara Line. Based on the alignment through Sagamihara City, the site has the most convenient access, and without other locations where large-scale urban redevelopment projects can take place, the high school grounds surfaced as the preferred candidate location.

Should the high school grounds be selected as the location of the maglev station, the high school will be forced to relocate all of its facilities. In terms of possible sites for the relocated school, the former campus of the Polytechnic University under the jurisdiction of the Ministry of Health, Labour and Welfare (MHLW), scheduled to be closed as part of the government’s project screening process, has surfaced as a likely candidate. The campus is located in a residential neighborhood about three kilometers west of Hashimoto Station, with a site area of approx. 240,000 sq m. After closure of the university, the school’s staff and students are expected to relocate to the university’s Tōkyō Campus in Kodaira City, Tōkyō Prefecture.

Kanagawa Prefecture and Sagamihara City plan to offer payment to the national government to acquire the former campus, securing approx. 10,000 sq m of the site for the relocated high school. As for the remaining approx. 140,000 sq m, proposals have surfaced to use the land as transfer land when purchasing additional land around the existing high school as part of the establishment of the maglev station, or to develop the land with new city facilities.

Land values around the high school were approx. ¥228,330 per 10,000 sq m last fiscal year. Meanwhile, the area around the Polytechnic University campus are ¥95,800 per 10,000 sq m. If the increased revenues from urban development projects generated by establishment of a maglev station can be directed towards the cost of acquiring the Polytechnic University campus from the national government, the cost burden for local governments can be reduced.


Site of the high school and possible site of the future maglev station:
http://maps.google.com/maps?q=%E7%A5%9E%E5%A5%88%E5%B7%9D%E7%9C%8C%E7%AB%8B%E7%9B%B8%E5%8E%9F%E9%AB%98%E6%A0%A1&hl=en&ie=UTF8&radius=15000&z=16

Maglev will use vertical shafts to evacuate passengers
http://chubu.yomiuri.co.jp/news_k/danmen/danmen110531_1.htm


Installation of stairwells and elevators
After receiving the construction go-ahead from Minister of Land, Infrastructure, Transport and Tourism Ōhata, JR Central is set to truly begin moving on its Chūō Shinkansen maglev project, targeted to open with superconducting maglev technology. Following the Great East Japan Earthquake and the JR Hokkaidō limited express derailment and fire, the project will become Japan’s first application of a maglev Shinkansen, requiring facilities to ensure passenger safety, even when faced with disaster exceeding expectations.

http://img221.imageshack.us/img221/2946/danmen1105312nq.jpg

Full stop in 90 seconds when traveling at 500 km/h
In response to a question concerning the maglev’s seismic design provisions at a May 30 press conference, JR Central president Yamada Yoshiomi emphasized his intention to leave no stone unturned when it comes to safety measures: “If there is new expertise, we’ll more than gladly incorporate it.”

In the Great East Japan Earthquake, the seismic reinforcements initiated following the Great Hanshin Earthquake paid off, with the Tōhoku Shinkansen escaping major damage. JR Central will design and construct the maglev using the same standards as the Tōhoku Shinkansen.

The superconducting maglev uses magnetic forces to float trains approx. 10 cm above the track, running along a box-shaped trackway. In addition to preventing derailments using the side walls of the box trackway, the trains will decelerate while still levitated, even if power fails.

Even when traveling at 500 km/h, the maglev will be able to come to a complete stop in 90 seconds during emergency situations using twice the braking performance of the regular Shinkansen. JR Central says that passengers will feel impact and pressure “roughly similar to a bus rapidly decelerating” when the train comes to an emergency stop.

Vertical shafts every 5 to 10 km
The maglev will be constructed on a direct route cutting straight through beneath the Southern Alps. While this will be the shortest route, the train will be running in tunnels 70% of the time. As the line will cross several fault systems including the Median Tectonic Line and the Itoigawa–Shizuoka Tectonic Line, the possibility of damage such as tunnel collapse occurring during a large-scale earthquake cannot be denied.

In the Southern Alps, JR Central will bore a long-distance tunnel (approx. 20 km) through the ground, as much as around 1,400 m below the surface, while in the inner surburban areas of major cities, the line will run several tens of meters below the ground. As the maglev tunnels will have a larger cross-sectional area than their Shinkansen counterparts, JR Central plans to establish escape routes in the space beneath the tracks.

Japan already has several long-distance tunnels through mountainous terrain, including the Jōetsu Shinkansen’s 22 km Dai-Shimizu Tunnel, running as much as 1,300 m beneath the ground surface. In regards to evacuation guidance for passengers, Yamada explains, “We will borrow from the line of thinking on these (existing) tunnels.”

In deep underground tunnels, the railway will establish vertical shafts connecting to ground surface at 5 to 10 km intervals during construction of the line, evacuating passengers using stairwells and elevators installed inside the vertical shafts.

In 1991, before completion of the Yamanashi test track, the maglev learned a bitter lesson following a wheel fire at the test track in Miyazaki Prefecture. As a result, the railway plans to use fire-resistant materials in the trains and other equipment, allowing for the evacuation of passengers in the 20 to 25 minutes before the train truly begins to start burning.

However, the operation of maglev trains will be controlled by the control room aboveground, and operators will not be on board during regular service. Specific tests, including of the required crew size to guide about 1,000 passengers per train during evacuation, will only now just begin.

In the JR Hokkaidō limited express accident, evacuation guidance inside the tunnel has become a focal point of debate. “When we do detailed design, we will continue to exchange opinions with the Fire and Disaster Management Agency (FDMA) and others to ensure adequate safety,” stressed Yamada.

I came round a couple of pictures of the construction of the Hokuriku Shinkansen close to Toyama.

http://img807.imageshack.us/img807/8641/mg9287.jpg

http://img841.imageshack.us/img841/9403/mg93203.jpg

http://img836.imageshack.us/img836/507/mg9379.jpg

http://img16.imageshack.us/img16/1223/mg9611.jpg

http://img12.imageshack.us/img12/7007/1mg93313.jpg

http://img825.imageshack.us/img825/5637/1mg95154.jpg
http://chalk2-blog.cocolog-nifty.com/blog/

Thanks... Very hard to find hi-res photos like this for Shinkansen construction, especially out in the boondocks.

That soundwall looks huge. :lol: Or it may just be the slab / cross-sections look extremely thin... I wonder if they are using a new design. I think most of the others I've seen are much thicker.

Ibusuki no Tamate-bako: Part 1

This recently-instituted JR Kyūshū tourist limited express, whose name means “Treasure Chest of Ibusuki” (Ibutama for short), operates on the Ibusuki–Makurazaki Line in Kagoshima Prefecture, the southernmost conventional (steel-wheel) railway in Japan, running between Kagoshima Chūō Station and Ibusuki Station. The train is composed of two modified Kiha 47 cars, redesigned by Mitooka Eiji and JR Kyūshū at the railway’s Kokura Works at the cost of approx. ¥160 million (actually cheaper than purchasing all-new cars). The train replaces the discontinued Na no Hana DX and is the Ibusuki–Makurazaki Line’s first regularly-scheduled limited express train. The train makes three roundtrips a day, with one intermediate stop at Kiire (approx. 55 minute travel time).

This train entered service on 2011.03.13 following the opening of the Kyūshū Shinkansen, but I had been unable to find good sources as it was only the second day after the Great East Japan Earthquake. Finally, some pics:
Source: http://ameblo.jp/maimai24/ (http://ameblo.jp/maimai24/entry-10945838455.html)

Arriving at Kagoshima Chūō, sporting the unusual two-faced paint scheme.

http://img40.imageshack.us/img40/8072/o0800053111334695528.jpg

When the train arrives, the platform’s sprinkler systems let out some water spray for theatrical effect. :) The “treasure chest” in the train’s name draws from the tamate-bako mentioned in the legend of Urashima Tarō (http://en.wikipedia.org/wiki/Urashima_Tar%C5%8D).

http://img814.imageshack.us/img814/2940/o0800053111334695529.jpg

http://img828.imageshack.us/img828/2010/o0800053111334695691.jpg

http://img15.imageshack.us/img15/3674/o0800053111334695531.jpg

http://img835.imageshack.us/img835/8563/o0800053111334695530.jpg

It’s usually easy to spot Mitooka’s works, but while there are some common themes among them, they each have their own unique identities.

http://img856.imageshack.us/img856/1238/o0800053111334695532.jpg

No cutting corners—the roof got the same paint treatment.

http://img197.imageshack.us/img197/2845/o0800053111334695692.jpg

Side-by-side with a 787 series limited express.

http://img694.imageshack.us/img694/9035/o0800053111334695693.jpg

http://img7.imageshack.us/img7/7724/o0800053111334695695.jpg

Ibusuki no Tamate-bako: Part 2

Next, the interior:
Source: http://ameblo.jp/maimai24/ (http://ameblo.jp/maimai24/entry-10946982046.html)

Car No. 1.
Mitooka loves to use wood, but this one raises the standard… :lol:

http://img715.imageshack.us/img715/8862/o0800053111336864504.jpg

http://img607.imageshack.us/img607/8941/o0800053111336864505.jpg

I’m curious about the comfort of the seats, but these trains are designed to more than just a means from Point A to Point B, offering the “unusual” as opposed to the “regular”. Obviously, Mitooka probably had couples, or at least friends, in mind for the train. Ibusuki is famous for sand spas.

http://img847.imageshack.us/img847/1551/o0800053111336864506.jpg

Car No. 2 appears to use a different wood, perhaps cedar (?). Car No. 1 looks like cherry, but I’m most definitely not a wood expert.

http://img7.imageshack.us/img7/7159/o0800053111336864508.jpg

http://img832.imageshack.us/img832/7395/o0800053111336864509.jpg

http://img33.imageshack.us/img33/2658/o0800053111336865258.jpg

Kids’ area

http://img847.imageshack.us/img847/3733/o0800053111336865260.jpg

Stained glass treasure chests. The images of fish and sea life are also supposed to be reminiscent of the Urashima Tarō fairy-tale, which supposedly has its roots in the Kagoshima area.

http://img204.imageshack.us/img204/1595/o0800053111336865259.jpg

http://img685.imageshack.us/img685/6979/o0800053111336865262.jpg

Final segment of Kyūshū Shinkansen’s Kagoshima route opens: Part 22 (Kumamoto)

Finally getting back to this…

Kumamoto Station, the central station for Kumamoto City. The Shinkansen follows the alignment of the zairaisen (Kagoshima Main Line) through Kumamoto, so the station was built at the existing zairaisen station. Zairaisen station has eight tracks while Shinkansen station has four tracks.

Some pics:
Source: http://saitoshika.blog119.fc2.com/ (http://saitoshika.blog119.fc2.com/blog-entry-1049.html)

800 series Shinkansen stopped at the station.

http://img42.imageshack.us/img42/6387/img6532c.jpg

The Shinkansen Exit station plaza features these canopies, designed to look a little like clouds. Concourse level also uses a full-height glass exteriors.

http://img231.imageshack.us/img231/96/img6539l.jpg

Shinkansen faregates
Signage is standard JR Kyūshū style. Departure boards are three-color LED, but six rows tall to allow for three-train display (two rows per train).

http://img143.imageshack.us/img143/2355/img6541w.jpg

Six-gate array (one wide + five regular-width), with three (one wide + two regular-width) providing access from either end.

http://img263.imageshack.us/img263/6607/img6526m.jpg

Concourse (paid area). Overall, a very high-quality station interior. :)

http://img856.imageshack.us/img856/7600/img6521d.jpg

Also decorating the station concourse are these two statues of Fūjin (Shintō god of wind) and Raijin (Shintō god of thunder). These are actually made of Styrofoam, and produced by art students in the Education Department at Kumamoto University.

http://img3.imageshack.us/img3/1345/img6518u.jpg

Four-track Shinkansen station (all trains stop at Kumamoto). I’m really digging the platform doors—all-black plus glass. :cheers:

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http://img189.imageshack.us/img189/8666/img6498f.jpg

Midday service is 4 tph (one direct-service Sakura to Shin-Ōsaka, two Sakura to Hakata, and one Tsubame to Hakata).

http://img88.imageshack.us/img88/8958/img6500ko.jpg

A good view of the rotary, including the “cloud” canopy, and the scenery outside the station. The traditional center of Kumamoto is actually a kilometer or so off the zairaisen, so it feels a little quieter than other urban Shinkansen stations. However, there is existing direct tram service connecting the station to central Kumamoto.

http://img171.imageshack.us/img171/1821/img6495z.jpg

Northbound Tsubame departs the station.

http://img804.imageshack.us/img804/9130/img6490p.jpg

Final segment of Kyūshū Shinkansen’s Kagoshima route opens: Part 23 (Kagoshima Chūō)

Although not a new station, Kagoshima Chūō Station got a facelift in preparation for the Kyūshū Shinkansen opening. The station was originally called “Nishi-Kagoshima” (West Kagoshima), but was renamed to “Kagoshima Chūō” (Kagoshima Central) after the Shinkansen opened on 2004.03.13.

Some pics:
Souce: http://saitoshika.blog119.fc2.com/ (http://saitoshika.blog119.fc2.com/blog-entry-1046.html)

I think I like the black better than the original red.

http://img856.imageshack.us/img856/3892/img6393k.jpg

Grand staircase.
The station consists of a four-track elevated Shinkansen station teeing into the existing six-track ground-level zairaisen station.

http://img856.imageshack.us/img856/7779/img6391z.jpg

Adjacent to the station building is Amu Plaza Kagoshima, a large JR Kyūshū-operated mall. A large canopy spans the space between the two. There are other Amu Plazas at Kokura (Kita-Kyūshū City), Hakata (Fukuoka City), and Nagasaki, and another one will open at Ōita once the elevation of Ōita Station is complete.

http://img192.imageshack.us/img192/8610/img6394m.jpg

Amu Plaza Kagoshima is 6-7 stories tall (plus one underground level), with gross floor area of 58,000 sq m and total sales foor area of 33,000 sq m. It has 192 stores and annual sales of approx. ¥20 billion.

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Rooftop ferris wheel

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Second-level concourse near the Shinkansen gates

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Departure board:
10:30 Sakura 558 for Shin-Ōsaka
10:53 Sakura 410 for Hakata
Midday Shinkansen schedule is 2 tph (this is the end of the line, so the other 2 tph start / terminate at Kumamoto).

http://img804.imageshack.us/img804/6099/img6429n.jpg

Two 800 series and one N700 series stopped at the station.

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Passengers waiting for the Hakata-bound Sakura. Not bad passenger levels. Apparently, Hakata-bound trains are getting filled up primarily in the non-reserved sections (cheapest seats). In addition, the Ōsaka through-services (both Sakura and Mizuho) are close to filled to capacity across all seat types, so hopefully this will be enough justification for JR West to expand interlining with the San’yō Shinkansen.

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End of the line

http://img856.imageshack.us/img856/8564/img6463d.jpg

Direct-running Sakura N700 departs the station, bound for Shin-Ōsaka 911 km away. Journey time is 4h 10 m (compared to 3h 47m for Mizuho).

http://img190.imageshack.us/img190/9268/img6433f.jpg

Final segment of Kyūshū Shinkansen’s Kagoshima route opens: Part 24 (800 series)

I had a few posts about the new N700 sets for the Kyūshū Shinkansen, but here’s a more comprehensive look at the other series on the Kyūshū Shinkansen, JR Kyūshū’s own 800 series Shinkansen.
Souce: http://saitoshika.blog119.fc2.com/ (http://saitoshika.blog119.fc2.com/blog-entry-1045.html)

Definitely a different look both inside and out compared to the N700 series, although the series is technically based on the 700 series. Currently, these run primarily within Kyūshū… These units are not used on runs to / from Shin-Ōsaka.

http://img268.imageshack.us/img268/3820/img6878o.jpg

These are designed by Mitooka Eiji, so you can see unique exterior elements like the frequent use of block English lettering and dotted car number decals that don’t show up anywhere else on the Shinkansen network.

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Tsubame (swallow) logo, although these units are no longer called Tsubame as they no longer hold exclusive claim to that particular Shinkansen service after the recent opening.

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Jet black and red—two colors not normally associated with the Shinkansen.

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Washroom uses a noren made of rushes instead of a typical curtain.

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800 series only has reserved and non-reserved seating (both 2+2). No green car.

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Seat moquettes are Nishijin-style (http://en.wikipedia.org/wiki/Nishijin), and the deck partitions are made of camphor wood.

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Information scrolls are three-color LED, three per car.

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Color schemes, including seat moquettes and wood type, vary from one car to the next.

http://img9.imageshack.us/img9/6671/img6071w.jpg

Final segment of Kyūshū Shinkansen’s Kagoshima route opens: Part 25 (800 series)

Next, the new 800 series (800-1000 and 800-2000 series), the newer units constructed for the opening this March. There were three units introduced, with some minor changes from the first units built for the 2004 opening.

http://img233.imageshack.us/img233/1164/img6158a.jpg

Easiest way to tell the difference between the new and the old units is to look at the overhead racks. The new units use wood on the undersides.

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Window roll-down blinds are wooden, designed to be reminiscent of sudare (http://en.wikipedia.org/wiki/Sudare).

http://img703.imageshack.us/img703/8863/img6185e.jpg

Pull-out tables are a little small. The magazine pockets in front are made of genuine leather.

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Deck partitions on this car feature gold leaf, the work of a firm specializing in the traditional art from Kanazawa. There have been proposals to do something similar for the new Hokuriku Shinkansen trainsets when the extension to Kanazawa opens in 2014.

http://img823.imageshack.us/img823/5020/img6180i.jpg

http://img268.imageshack.us/img268/8459/img6866c.jpg

TVQ introductory video, made before the extension opened.
Some bonus shots of new N700 series cars being transported by boat and trailer truck.

GeOJf_W4H3s
Source: severaltest on YouTube

Beautiful interiors!
And great job, Quashlo. Thank you for posting all these reports :)

I have a couple of comments/questions :)

1. Is there any plan to increase the speed of all Shinkansen lines to around 300 km/h? For example the Hokuriku Shinkansen (only 260).

2. Is there any news on how the hokuriku shinkansen will connect to Osaka?

3. Why is there no plan to connect Takeo-Onsen with Hakata? I would think there is enough demand from Nagasaki to Fukuoka.

4. Will the Hokkaido Shinkansen ever really go to Sapporo?

5. What is the total KM length of the Shinkansen (2671.2 km?), what will be the total length once things U/C now are completed..and what will be the total length when all the plans are completed (for example to Sapporo) and not including the maglev.

About the Maglev...the more I read about it the less sure I am of it. First of all it will cost so much and the companies will get big debt, the population is declining so can they ever make that money back in the future? I also don't like that so much of it is underground (earthquakes) and most importantly that it consumes 3x more energy than the normal shinkansen.

Thanks ;)

1. The 260 km/h is the design speed of the infrastructure for most of the new extensions. This can be increased to higher speeds by the operating company (JR) through rolling stock and other improvements, just like how the Hayabusa runs at 300 km/h (eventually 320 km/h). There may need to be some discussion when the Sapporo extension starts moving forward, as 260 km/h may not be sufficient to make service competitive with air travel.

2. Still debating. Maibara seems to be the preferred route, although there are issues with how to get it to Ōsaka from there.

3. Takeo Onsen to Hakata is currently intended to be Free Gauge Train, running on existing tracks (Nagasaki Main Line) to Shin-Tosu and using the recently-built Kyūshū Shinkansen from Shin-Tosu to Hakata.

4. I think so. It’s just things right now are sort of focused on the Shin-Hakodate extension and the other extensions elsewhere. The question seems to be not if the extension will be built, just when.

5.
I put together a list of anything and everything:


Opened
======
Tōkaidō Shinkansen Tōkyō – Shin-Ōsaka 515.4 km
San’yō Shinkansen Shin-Ōsaka – Hakata 553.7 km
Kyūshū Shinkansen
Kagoshima route Hakata – Kagoshima Chūō 256.8 km
Tōhoku Shinkansen Tōkyō – Shin-Aomori 674.9 km
Jōetsu Shinkansen Ōmiya – Niigata 269.5 km
Hokuriku Shinkansen Takasaki – Nagano 117.4 km
=========
2387.7 km

Shinkansen Standard Zairaisen
=============================
Hakata Minami Line Hakata – Hakata Minami 8.5 km
Jōetsu Line Echigo Yuzawa – Gala Yuzawa 1.6 km
=========
10.1 km

Mini-Shinkansen
===============
Yamagata Shinkansen Fukushima – Shinjō 148.6 km
Akita Shinkansen Morioka – Akita 127.3 km
=========
275.9 km

Under Construction
==================
Hokkaidō Shinkansen Shin-Aomori – Shin-Hakodate 148.9 km
Hokuriku Shinkansen Nagano – Kanazawa 228.0 km
Kyūshū Shinkansen
Nagasaki route Takeo Onsen – Isahaya 45.7 km
=========
422.6 km

Awaiting Construction
=====================
Hokkaidō Shinkansen Shin-Hakodate – Sapporo 211.3 km
Hokuriku Shinkansen Kanazawa – Tsuruga 120.7 km
Tsuruga – Ōsaka ??? km
Kyūshū Shinkansen
Nagasaki route Isahaya – Nagasaki 21 km
Chūō Shinkansen Shinagawa – Ōsaka 438 km
=========
791+ km

Uncompleted Lines
=================
Narita Shinkansen Tōkyō – Narita 70 km
Jōetsu Shinkansen Ōmiya – Shinjuku 30 km
=========
100 km

Other Master Plan Lines
=======================
Hokkaidō Shinkansen Sapporo – Asahikawa 130 km
Hokkaidō South Ring
Shinkansen Oshamanbe – Sapporo 180 km
Uetsu Shinkansen Toyama – Aomori 560 km
Ōu Shinkansen Fukushima – Akita 270 km
Hokuriku–Chūkyō
Shinkansen Tsuruga – Nagoya 50 km
San'in Shinkansen Ōsaka – Shimonoseki 550 km
Chūgoku Transverse
Shinkansen Okayama – Matsue 150 km
Shikoku Shinkansen Ōsaka – Ōita 480 km
Shikoku Transverse
Shinkansen Okayama – Kōchi 150 km
Higashi-Kyūshū
Shinkansen Fukuoka – Kagoshima 390 km
(via Ōita, Miyazaki)
Kyūshū Transverse
Shinkansen Ōita – Kumamoto 120 km
=========
3030 km


As for maglev, they need to upgrade the Tōkaidō Shinkansen because of age. The maglev allows them to do this while still retaining Tōkyō–Nagoya–Ōsaka high-speed rail service. Otherwise, they would have to shut down the Tōkaidō Shinkansen for extended periods of time. Other thing is redundancy, as the Tōkaidō Shinkansen could be damaged in an earthquake. Neither of these situations would be good for the Japanese economy or for JR Central (lost business). The Tōkaidō Shinkansen accounts for 90% of JR Central’s revenue in their transportation business (which also accounts for 80% of all their revenues).

With this under consideration, they would be wise to build some alternative, so the question is just whether it should be maglev or regular Shinkansen. Maglev has potential for a lot of savings in operating and materials costs since there’s no “wear” on any physical infrastructure like rails or overhead lines. Regarding the energy consumption, they are still refining the technology, so I have no doubt that the efficiency will improve.

JR Hakata City: Part 1

Next, a tour of JR Hakata City. I kind of glossed over it last time, and it’s kind of played “second fiddle” to the renovation of JR Ōsaka Station (Ōsaka Station City), but here’s a more thorough tour of Fukuoka’s largest station + tenant building. Gross floor area is about 200,000 sq m (six times the previous station tenant building), including about 100,000 sq m of retail space. It’s only 60 m tall due to airport-related height restrictions, but about 240 m long, and includes an additional 60 m annex on the south side of the station spanning the train platforms to form an “L” shape, maximizing the development potential.

Anchor tenants are two “transplants”: Hakata Hankyū (the first Kyūshū branch of the department store chain under Hankyū Corporation, one of the major private railway operators in the Ōsaka–Kōbe–Kyōto area) and Tōkyū Hands (the largest Kyūshū branch of the general merchandiser chain under Tōkyū Corporation, one of the major private railway operators in the Tōkyō–Yokohama area). Also taking out space in JR Hakata City are Amu Plaza Hakata (a 230-store mall), cinema complex T-Joy, and Japan’s largest restaurant mall. The building also features a rooftop garden, an event hall, and conference facilities.

First, some pictures of the exterior and outside facilities:
Source: http://saitoshika.blog119.fc2.com/ (http://saitoshika.blog119.fc2.com/blog-entry-1064.html)

http://img846.imageshack.us/img846/9748/img5597n.jpg

http://img703.imageshack.us/img703/6941/img5616v.jpg

“Hankyū” is in big block characters on the outside. Should make Kansai folks a little happy to see a local name on such a prominent building. :)

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Underneath the small canopy at the station plaza. JR Kyūshū also installed a large-screen outdoor display at this location, which doubles as event space (they used it in the recent Dontaku Festival in May).

http://img580.imageshack.us/img580/4024/img5717ok.jpg

Canopy incorporates the translucent fiberglass that seems to be all the rage now in Japan.

http://img268.imageshack.us/img268/8608/img5723fa.jpg

Near the entrance to Hakata Hankyū. Pretty big store (42,000 sq m sales area and target sales of ¥37 billion yen during first year), but they are doing well and beating first-year projections.

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Looking up at the JR Hakata Studio Terrace, a half-outdoor viewing terrace.

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Facing the main entrance of the station.

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While the Hakata Hankyū side has the canopy and event space, the primary passenger flows are to / from the center, which connects to the station’s central concourse and public passage.

http://img16.imageshack.us/img16/3104/img5646i.jpg

JR Hakata City: Part 2

The symbol of the new station building is the giant clock (6 m diam) above the main entrance, designed by Mitooka Eiji. The clock also features internal LED lighting for when the sun is down.

http://img8.imageshack.us/img8/2916/img5655y.jpg

On the second floor pedestrian deck, facing south towards the Hakata Hankyū side. Behind us, the deck connects directly into the Hakata Bus Center (station’s bus terminal).

http://img830.imageshack.us/img830/729/img5670p.jpg

Taxi pool. A fairly large station plaza by Japanese standards (although I suppose typical for other major intercity terminals like Sendai), but used effectively and efficiently.

http://img638.imageshack.us/img638/2193/img5664x.jpg

Now, it’s up to the third-floor JR Hakata Studio Terrace…

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http://img607.imageshack.us/img607/4420/img5692.jpg

From the terrace, looking down at the station plaza, which features about 20 zelkova trees and benching, offering some nice shade and a place to sit. Thankfully, it’s not an all-hardscape plaza. At upper right is the bus terminal.

http://img713.imageshack.us/img713/46/img5704y.jpg

Maps of central Fukuoka City at the station plaza. JR Hakata Station is the orange box at right. Tenjin, located across the river on the left half of the map, is generally considered the commercial center of Fukuoka City, but JR Hakata City has somewhat changed the dynamic because of its size. The distance between the two, however, isn’t that large (only 2-3 km), and the Fukuoka City Subway Airport Line (orange line) connects Hakata and Tenjin. There are also plans to extend the Nanakuma Line (the green line) from its current terminus at Tenjin Minami Station to JR Hakata Station via Canal City Hakata (a large outdoor mall). The Shinkansen opening has definitely spurred efforts to get this extension built, as it would greatly improve access to Canal City (as well as Tenjin) and make central Fukuoka more friendly to tourists and visitors.

http://img24.imageshack.us/img24/9223/img5641k.jpg

http://img402.imageshack.us/img402/9079/img5660n.jpg

JR Hakata City: Part 3

Next, the nighttime shots, from roughly the same angles:
Source: http://saitoshika.blog119.fc2.com/ (http://saitoshika.blog119.fc2.com/blog-entry-1066.html)

http://img810.imageshack.us/img810/9605/img7081u.jpg

Illumination scheme includes lighting along the full length of the rafter at the top of the building and concentrated spotlighting at each end and underneath the canopy.

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Warm yellow lighting for the station canopy and viewing terrace.

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Near the Hakata Hankyū entrance

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JR Hakata City: Part 4

Moving to the busy central area…

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The logos attached to the exterior—including the JR Hakata City logo here—show up much better during the night.

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http://img841.imageshack.us/img841/1016/img7172l.jpg

At capacity. :)

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I’m quite fond of the ground lighting here, particularly from this angle.

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The namesake of the JR Hakata Studio Terrace is this satellite studio of FM-FUKUOKA.

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JR Hakata City: Part 5

Next, some shots of the platforms and the new station concourse:
Source: http://saitoshika.blog119.fc2.com/ (http://saitoshika.blog119.fc2.com/blog-entry-1090.html)

In the distance, the building “annex” (the leg of the “L”) sits atop the platforms. These tracks and platforms are elevated, so a new station concourse was built on Level 3 of the station (there’s still the existing concourse on the ground level).

http://img5.imageshack.us/img5/2273/img7025cf.jpg

New glass-enclosed escalators to / from the third-floor concourse.

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The new concourse spans two floors in height and includes a café with seating.

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It also features some nice views outside onto the trains below. Looks like a Yufuin no Mori is stopped at the station.

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New concourse features some beautiful porcelain tilework in the Arita-yaki (or Imari (http://en.wikipedia.org/wiki/Imari_porcelain)) style. This was installed as part of the JR Hakata Station Art Project, and selected members of the public were allowed to paint their own tiles, which were then assembled to look like a forest. This effort was collaboratively directed by Senju Hiroshi (famous Japanese artist) and Mitooka Eiji. This area is entirely within the station’s faregates, and you must have a train ticket or station entry pass to enter.

http://img691.imageshack.us/img691/2848/img5814u.jpg

Exiting the faregates, we see the full-color LCD departure boards (three wide, plus one for general messages and information) and the Midori no Madoguchi (staffed counter for special tickets, etc.). The third-floor concourse is much quieter because its not located on a major pedestrian access route through the station (that job is reserved for the ground-level central concourse. Hopefully, people will become more familiar with this part of the station and start to use it more.

http://img801.imageshack.us/img801/9900/img5802c.jpg

Hakata Hankyū has another entrance right next to the third-floor faregates.

http://img215.imageshack.us/img215/2451/img5798g.jpg

JR Hakata City: Part 6

A few more shots of the new concourse:
Source: http://ameblo.jp/maimai24/ (http://ameblo.jp/maimai24/entry-10950981056.html)

http://img846.imageshack.us/img846/2712/o0800053111345058639.jpg

The high ceiling affords views into the ELLE Café inside Hakata Hankyū. This is the first such venture for the French fashion magazine.

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The café inside the station concourse is operated as a Nescafe branch, and has some small rocking chairs for young kids to enjoy the train views.

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Zairaisen limited expresses and commuter EMUs at the station

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Not many places where you can get this kind of close-up of a pantograph.

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JR Hakata City: Part 7

Next, a collection of various shots from elsewhere around the station:
Source: http://saitoshika.blog119.fc2.com/ (http://saitoshika.blog119.fc2.com/blog-entry-1091.html)

Midday hustle and bustle inside the central concourse. While it’s not Tōkyō or Ōsaka Station, Hakata is still quite busy as JR’s central terminal for Fukuoka. The columns here feature more of the same porcelain tiles found in the third-floor concourse.

http://img13.imageshack.us/img13/8549/img5748k.jpg

Atrium opening spans three levels

http://img15.imageshack.us/img15/4371/img5743a.jpg

http://img696.imageshack.us/img696/6391/img5741q.jpg

http://img838.imageshack.us/img838/2797/img5751c.jpg

Newly renovated Central Gate includes new faregates and full-color large-screen LCD departure boards.

http://img641.imageshack.us/img641/179/img5754px.jpg

Hakata Hankyū

http://img198.imageshack.us/img198/7167/img5729l.jpg

Hakata Hankyū occupies the large rectangle at bottom. The space is actually located a short way off of the large central concourse. To the left is the Hakata Exit (Hakata Gate), which contains the “front” of the new station tenant building and the redesigned station plaza. The Chikushi Exit on the opposite side of the station is a bit less imposing.

http://img59.imageshack.us/img59/255/img5760t.jpg

This corridor separates Hakata Hankyū (to the left) and Amu Plaza (to the right).

http://img195.imageshack.us/img195/7727/img5734u.jpg

Gotta love Hankyū style…

http://img832.imageshack.us/img832/2772/img573120110712224231.jpg

JR Hakata City: Part 8

The roof of the building— known as Tsubame no Mori Hiroba (“Swallow Forest Plaza”)—houses a garden, a viewing terrace, a “railway shrine”, a dog run, and a small moving model railway for the kids to ride. While the building height is limited by Fukuoka Airport, you can still get some pretty nice views of Fukuoka’s urbanscape from the rooftop.

http://img594.imageshack.us/img594/3461/img5784.jpg

The omote-sandō (shrine road) leading to the special “railway shrine” to pray for safe journeys. Like actual omote-sandō, there’s a lot of food and souvenir shops.

http://img191.imageshack.us/img191/9746/img5791o.jpg

Tsubame Densha (“Swallow Train”), a mini-train setup for the kids

http://img21.imageshack.us/img21/2858/img5786g.jpg

Viewing terrace and “sky farm” appear to be quite popular.

http://img692.imageshack.us/img692/4862/img5790c.jpg

http://img811.imageshack.us/img811/7359/img5774c.jpg

Last are the eighth-floor viewing restrooms:
Source: http://ameblo.jp/maimai24/ (http://ameblo.jp/maimai24/entry-10951947605.html)

These type of restrooms seem to be getting more popular.

http://img804.imageshack.us/img804/8213/o0800120411346941807.jpg

http://img94.imageshack.us/img94/4572/o0800053111346941804.jpg

Someone doing their business…

http://img651.imageshack.us/img651/2387/o0800053111346942032.jpg

Short video tour of JR Hakata City:

Q8FqmOUpmcU
Source: ShinkenchikuSha on YouTube

1. The 260 km/h is the design speed of the infrastructure for most of the new extensions. This can be increased to higher speeds by the operating company (JR) through rolling stock and other improvements, just like how the Hayabusa runs at 300 km/h (eventually 320 km/h). There may need to be some discussion when the Sapporo extension starts moving forward, as 260 km/h may not be sufficient to make service competitive with air travel.

Are they ever going to increase the speed of Tokaido shinkansen? Even with the N700 the max speed is only 270 km/h? Or does it have to do with the stops?

As for maglev, they need to upgrade the Tōkaidō Shinkansen because of age. The maglev allows them to do this while still retaining Tōkyō–Nagoya–Ōsaka high-speed rail service. Otherwise, they would have to shut down the Tōkaidō Shinkansen for extended periods of time. Other thing is redundancy, as the Tōkaidō Shinkansen could be damaged in an earthquake. Neither of these situations would be good for the Japanese economy or for JR Central (lost business). The Tōkaidō Shinkansen accounts for 90% of JR Central’s revenue in their transportation business (which also accounts for 80% of all their revenues).

With this under consideration, they would be wise to build some alternative, so the question is just whether it should be maglev or regular Shinkansen. Maglev has potential for a lot of savings in operating and materials costs since there’s no “wear” on any physical infrastructure like rails or overhead lines. Regarding the energy consumption, they are still refining the technology, so I have no doubt that the efficiency will improve.

You said upgrade the tokaido shinkansen, I am more curious about that now. Has JR released any info on that? How will they upgrade it (and upgrade it to what?)

I understand the other reasons for it...but it seems like it is going to give them tons of debt and with declining population I wonder if it will even have enough passengers. It won't have as much passengers as the Tokaido shinkansen because I'm sure the tickets will be more expensive so I wonder if it will ever make a profit.

Thanks for the list, and Hakata city looks great :)

Are they ever going to increase the speed of Tokaido shinkansen? Even with the N700 the max speed is only 270 km/h? Or does it have to do with the stops?


It's mostly a curve radius thing... It's an old line.

There have been rumors and news tidbits:
http://www.skyscrapercity.com/showpost.php?p=78751244&postcount=3713
http://logsoku.com/thread/anchorage.2ch.net/bizplus/1260235154/

You said upgrade the tokaido shinkansen, I am more curious about that now. Has JR released any info on that? How will they upgrade it (and upgrade it to what?)
The structures (bridges, viaducts, etc.) are nearing typical service life... They need to be replaced.

For explanation, you can go here:
http://www.mlit.go.jp/common/000134430.pdf

This is a pretty big effort in its own right, and is estimated to cost ¥1 trillion.

It won't have as much passengers as the Tokaido shinkansen because I'm sure the tickets will be more expensive so I wonder if it will ever make a profit.

Tickets will be the similar to existing Nozomi. The idea is that the maglev can absorb all the passengers going between the three largest metropolitan areas, allowing service on the Tōkaidō Shinkansen to be redesigned for shorter-distance commuter trips and for better service to some of the smaller cities like Shizuoka, Hamamatsu, etc.

Wow, thank you for the great pictures of the new Hakata station.
I love the new station a lot. Can't wait to see it by myself.

I think you convinced me of the Maglev :). I just hope the cost isn't so much it will just bankrupt the entire company. I also hope they can build it faster than what the current plans are. I'm sad most of it is underground though, one of the reasons I like trains so much is to look out the window..

Shimo-Yoshida Station

A short tour of another renovated station on the Fuji Kyūkō Line.
Source: http://ameblo.jp/maimai24/ (http://ameblo.jp/maimai24/entry-10873581694.html)

This is a small local station, opening in 1929. Station building was modeled after the original Nagoya Station, but has been renovated with the assistance of Mitooka Eiji and his design firm.

http://img28.imageshack.us/img28/636/o0800120411189847849.jpg

The result was a mix of old and new.

http://img189.imageshack.us/img189/9533/o0800053111189847850.jpg

http://img641.imageshack.us/img641/7717/o0800053111189847848.jpg

Mt. Fuji can be seen from the rotary outside the station, which is nestled in a residential neighborhood in Yoshida City.

http://img190.imageshack.us/img190/4250/o0800053111189848022.jpg

http://img197.imageshack.us/img197/1048/o0800053111189847851.jpg

Bench is designed with a rising back like Mt. Fuji.

http://img194.imageshack.us/img194/3497/o0800053111189848021.jpg

Nighttime view

http://img97.imageshack.us/img97/4001/o0800053111189847367.jpg

http://img194.imageshack.us/img194/4038/o0800053111189847366.jpg

Ceiling features an illustration of a phoenix.

http://img814.imageshack.us/img814/860/o0800120411189847368.jpg

Manned ticket gates

http://img585.imageshack.us/img585/6070/o0800053111189847847.jpg

http://img843.imageshack.us/img843/2694/o0800053111189847370.jpg

http://img849.imageshack.us/img849/7635/o0800053111189847369.jpg

Kyūshū Shinkansen three-month performance

On 2011.06.13, JR Kyūshū released ridership figures for the first three months (2011.03.12 to 2011.06.11) after the opening of the full length of the Kyūshū Shinkansen’s Kagoshima route:
http://www13.jrkyushu.co.jp/newsreleaseweb.nsf/GeneralFrameset?OpenFrameSet

Ridership between Hakata and Kumamoto was 2.187 million, a 35% increase over the previous zairaisen limited express, but just shy of the target 40% increase. Ridership between Kumamoto and Kagoshima Chūō is doing well, though, with 1.293 million (a 62% increase). The line got off to a slow start due to the earthquake and tsunami, but it has been consistently growing month-to-month:

Ridership growth over limited expresses
Hakata – Kumamoto:
March: 26%
April: 34%
May: 42%

Kumamoto – Kagoshima Chūō:
March: 53%
April: 58%
May: 70%

On both sections, ridership on weekends and holidays is 13% to 14% higher than for weekdays, indicating that tourism is a big draw for users.

Average daily ridership
Hakata – Kumamoto: 23,800 (17,600 for limited expresses)
Kumamoto – Kagoshima Chūō: 14,100 (8,700 for limited expresses)

Average seat utilization
Hakata – Kumamoto: 40%

Shin-Ōsaka through-services: 61% (57% for Mizuho and 62% for Sakura)
Kyūshū only services (incl. Shin-Shimonoseki): 32% (43% for Sakura and 23% for Tsubame]

Kumamoto – Kagoshima Chūō: 38%

Shin-Ōsaka through-services: 41% (35% for Mizuho and 43% for Sakura)
Kyūshū only services (incl. Shin-Shimonoseki): 35% (42% for Sakura and 21% for Tsubame]

Ridership by station (vs. projected first-year ridership by JR Kyūshū)
Shin-Tosu: 1,450 (1,700)
Kurume: 2,500 (2,700)
Chikugo Funagoya: 650 (950)
Shin-Ōmuta: 700 (1,150)
Shin-Tamana: 900 (900)
Kumamoto: 12,550 (13,100)

===============

July 2011 CMs for the Kyūshū Shinkansen, this time for from JR West.

Targets tourists to Kyūshū:

sWoaBMgbpwE

Targets people from Kyūshū living elsewhere in Japan:

FRs8uzFi718

The Kyūshū dialects are a refreshing departure from standard Japanese. :) Also interesting to note is the “Let’s reconnect Japan” logo borrowed from JR East’s CM regarding the Tōhoku Shinkansen reopening.

Here's a little something about intercity buses. I actually came upon this blog by pure chance, but one of the posts talks about intercity/highway bus transportation in Kyushu. It's an interesting read.

Finding Fukuoka blog: here (http://findingfukuoka.wordpress.com/)
Highway Buses: The Best Way to Travel Around Kyushu
I am lucky enough to live in Fukuoka City, the primary transportation hub for all of Kyushu: its central location in terms of air, rail, sea and road travel, as well as its excellent public transportation connecting all terminals, makes it and ideal base for traveling around the island. The recent opening of the Kyushu Shinkansen has made travel in Kyushu much more convenient, especially to destinations such as Kumamoto and Kagoshima, but for those who want to see places such as Beppu, Mount Aso, Miyazaki, Nagasaki, and the many other destinations available, “highway buses” are still the most economic (and sometimes the fastest) way to do so
The entire post: http://findingfukuoka.wordpress.com/2011/04/13/highway-buses-the-best-way-to-travel-around-kyushu/#comment-63

Panel group compiles final proposal for Shikoku Shinkansen
http://www.nikkei.com/news/local/article/g=96958A9C93819890E0E5E2E0838DE0E5E2E5E0E2E3E39E93E2E2E2E2;n=9694E3E4E3E0E0E2E2EBE0E0E4EB


The Panel Group on a Vision for the Railway Network in Shikoku, comprised of the four Shikoku prefectural governments, economic groups, affected agencies, and academic experts, held its third session in Takamatsu City on July 27, compiling a final proposal aiming to introduce Shinkansen to Shikoku.

The proposal calls for “improving the opportunity to introduce Shinkansen and positioning an extension of the Shinkansen to Shikoku from Okayama via the Great Seto Bridge,” connecting into the nationwide Shinkansen network. The proposal calls for implementing a “super limited express” design within Shikoku, where the gauge is the same as zairaisen.

Currently, even limited expresses in Shikoku travel at a maximum speed of 80 km/h. The proposal recommends speeding up the lines to over 150 km/h in the future, connecting cities in a short amount of time.

Expansion of the Shinkansen is being carried out nationwide, with the full length of the Kagoshima route of the Kyūshū Shinkansen opening in March of this year, and the proposal stresses that “Shikoku is a very late arrival to the regional competition scene.” The proposal pointed out that introduction of a railway system that is resilient to disaster is critical to strengthening response to a Tōnankai or Nankai earthquake, as being shown by the state of recovery following the Great East Japan Earthquake.

The Panel Group will now lobby the national government, while holding symposiums and other events to explain the contents of the proposal to citizens of Shikoku’s four prefectures. In addition, the proposal calls for establishing preparatory working groups for railway operators, the four prefectural governments, and economic groups, advancing discourse regarding the project in an effort to jumpstart project studies as early as possible.


Still a ways off in the future, but if the Free Gauge Train development effort proves successful, we could see Shinkansen in Shikoku. :)

Window view from Marine Liner 36 for Okayama, between Sakaide on Shikoku and Kojima on the main island. On this section, the train uses the Seto Ōhashi Line, which occupies the bottom deck of the Great Seto Bridge connecting Shikoku and Honshū. There is additional space on the lower deck of the bridge to accommodate two Shinkansen tracks.

NQoxjruMcsw
Source: seigen120kaihin on YouTube

JR East rescinds post-quake speed limits on Tōhoku Shinkansen, returns Hayabusa to pre-quake schedule

On 2011.07.09, JR East rescinded some of the speed limits on portions of the Tōhoku Shinkansen, originally established after the resumption of service following the earthquake in order to ensure safety and carry out additional reinforcement works on aerial structures and other infrastructure. The affected section is between Nasu–Shiobara and Morioka.

After the resumption of service, Hayate trains took 4h 23m between Tōkyō and Shin-Aomori (one hour longer than pre-quake) and 2h 6m (28 m longer than pre-quake), with only 86% of the pre-quake trains operated. With the removal of the speed limit, it’s now only 3h 44m between Tōkyō and Shin-Aomori and 1h 48m between Tōkyō and Sendai. They also increased the schedule by 17 trains, bringing service back to 96% of pre-quake levels. The Yamagata Shinkansen schedule is now completely back to pre-quake levels, while the Akita Shinkansen was upped to 14 roundtrips (one less than pre-quake), with travel times reduced by 30 minutes.

The E5 Hayabusa is also back to pre-quake levels (two roundtrips Tōkyō – Shin-Aomori and one roundtrip Tōkyō – Sendai), although the travel time between Tōkyō and Shin-Aomori is still 20 minutes longer than pre-quake levels.

Hayabusa 405 at Tōkyō Station (2011.07.21):

qOMYgNWIIA8
Source: karibajct on YouTube

The schedule is supposed to completely return to pre-quake levels some time in autumn.

Recent SL action

Some recent action on the steam front:

SL Minakami was operated on the Jōetsu Line (Takasaki – Minakami) on 2011.07.02 and 2011.07.03 as a special double-headed service. Included in the beginning of the video is the simultaneous departure from Takasaki Station on 2011.07.02 alongside the SL Usui for the Shin’etsu Main Line to kick-off a local tourism campaign for Gunma Prefecture.

1SDdyO4r5GI
Source: viewchorosuke on YouTube

SL Okhotsk returns to Hokkaidō after a 36-year hiatus, running between Shiretoko Shari on the Senmō Main Line and Kitami on the Sekihoku Main Line via Abashiri (2011.07.02):

nAV4sgX6Tfg
Source: m6s24hst on YouTube

SL Yamaguchi, which celebrated carrying its 2,000,000th passenger on 2011.07.23:

O8OoJr8dHmQ
Source: kawakamikoumuten on YouTube

1. The 260 km/h is the design speed of the infrastructure for most of the new extensions. This can be increased to higher speeds by the operating company (JR) through rolling stock and other improvements, just like how the Hayabusa runs at 300 km/h (eventually 320 km/h). There may need to be some discussion when the Sapporo extension starts moving forward, as 260 km/h may not be sufficient to make service competitive with air travel.

2. Still debating. Maibara seems to be the preferred route, although there are issues with how to get it to Ōsaka from there.

3. Takeo Onsen to Hakata is currently intended to be Free Gauge Train, running on existing tracks (Nagasaki Main Line) to Shin-Tosu and using the recently-built Kyūshū Shinkansen from Shin-Tosu to Hakata.

4. I think so. It’s just things right now are sort of focused on the Shin-Hakodate extension and the other extensions elsewhere. The question seems to be not if the extension will be built, just when.

5.
I put together a list of anything and everything:


Opened
======
Tōkaidō Shinkansen Tōkyō – Shin-Ōsaka 515.4 km
San’yō Shinkansen Shin-Ōsaka – Hakata 553.7 km
Kyūshū Shinkansen
Kagoshima route Hakata – Kagoshima Chūō 256.8 km
Tōhoku Shinkansen Tōkyō – Shin-Aomori 674.9 km


Some simple sums to remember:
Tokyo - Hakata, 515,4 km+553,7 km=1069,1 km
Tokyo - Kagoshima Chuo, 1069,1 km+256,8 km=1325,9 km
Shin-Aomori - Kagoshima Chuo 1325,9 km+674,9 km=2000,8 km!

Traversing Japan is almost exactly 2000 km. Unfortunately it takes three trains.



Jōetsu Shinkansen Ōmiya – Niigata 269.5 km
Hokuriku Shinkansen Takasaki – Nagano 117.4 km
=========
2387.7 km

Shinkansen Standard Zairaisen
=============================
Hakata Minami Line Hakata – Hakata Minami 8.5 km
Jōetsu Line Echigo Yuzawa – Gala Yuzawa 1.6 km
=========
10.1 km

Mini-Shinkansen
===============
Yamagata Shinkansen Fukushima – Shinjō 148.6 km
Akita Shinkansen Morioka – Akita 127.3 km
=========
275.9 km

Under Construction
==================
Hokkaidō Shinkansen Shin-Aomori – Shin-Hakodate 148.9 km
Hokuriku Shinkansen Nagano – Kanazawa 228.0 km
Kyūshū Shinkansen
Nagasaki route Takeo Onsen – Isahaya 45.7 km
=========
422.6 km


What are their opening due dates?



Awaiting Construction
=====================
Hokkaidō Shinkansen Shin-Hakodate – Sapporo 211.3 km
Hokuriku Shinkansen Kanazawa – Tsuruga 120.7 km
Tsuruga – Ōsaka ??? km
Chūō Shinkansen Shinagawa – Ōsaka 438 km
=========
770 km

Uncompleted Lines
=================
Narita Shinkansen Tōkyō – Narita 70 km
Jōetsu Shinkansen Ōmiya – Shinjuku 30 km
=========
100 km

Other Master Plan Lines
=======================
Hokkaidō Shinkansen Sapporo – Asahikawa 130 km
Hokkaidō South Ring
Shinkansen Oshamanbe – Sapporo 180 km
Uetsu Shinkansen Toyama – Aomori 560 km
Ōu Shinkansen Fukushima – Akita 270 km
Hokuriku–Chūkyō
Shinkansen Tsuruga – Nagoya 50 km
San'in Shinkansen Ōsaka – Shimonoseki 550 km
Chūgoku Transverse
Shinkansen Okayama – Matsue 150 km
Shikoku Shinkansen Ōsaka – Ōita 480 km
Shikoku Transverse
Shinkansen Okayama – Kōchi 150 km
Higashi-Kyūshū
Shinkansen Fukuoka – Kagoshima 390 km
(via Ōita, Miyazaki)
Kyūshū Transverse
Shinkansen Ōita – Kumamoto 120 km
=========
3030 km


As for maglev, they need to upgrade the Tōkaidō Shinkansen because of age. The maglev allows them to do this while still retaining Tōkyō–Nagoya–Ōsaka high-speed rail service. Otherwise, they would have to shut down the Tōkaidō Shinkansen for extended periods of time. Other thing is redundancy, as the Tōkaidō Shinkansen could be damaged in an earthquake. Neither of these situations would be good for the Japanese economy or for JR Central (lost business).
What shall the trip time be Tokyo-Osaka on Hokuriku Shinkansen, Tokyo-Nagano-Kanazawa-Osaka? And when shall it open?

The maglev shall open in 3 stages:
Sagamihara-Kofu, in 2020
Shinagawa-Sagamihara-Kofu-Nagoya, in 2027
Nagoya-Osaka, in 2045.


The Tōkaidō Shinkansen accounts for 90% of JR Central’s revenue in their transportation business (which also accounts for 80% of all their revenues).

With this under consideration, they would be wise to build some alternative, so the question is just whether it should be maglev or regular Shinkansen. Maglev has potential for a lot of savings in operating and materials costs since there’s no “wear” on any physical infrastructure like rails or overhead lines. Regarding the energy consumption, they are still refining the technology, so I have no doubt that the efficiency will improve.

Which of the wheeled lines listed above are scheduled to open before 2020, which between 2020 and 2027, which between 2027 and 2045 and which beyond 2045?

Hokuriku Shinkansen construction update: Part 1

Construction of an overpass near Shimo-Kaihotsu, Takaoka City (2011.07.02):
Source: http://kenkizuki.cocolog-nifty.com/blog/ (http://kenkizuki.cocolog-nifty.com/blog/2011/07/post-7ba8.html)

http://img32.imageshack.us/img32/2862/p1020153rk.jpg

http://img856.imageshack.us/img856/9971/p1020166r.jpg

http://img818.imageshack.us/img818/170/p1020167r.jpg

http://img42.imageshack.us/img42/3778/p1020213r.jpg

Moving to Ishikawa Prefecture (2011.07):
Source: http://kenkizuki.cocolog-nifty.com/blog/ (http://kenkizuki.cocolog-nifty.com/blog/2011/07/post-7368.html)

Aerial structure between Nonoichi Station and Mattō Station on the Hokuriku Main Line:

http://img828.imageshack.us/img828/4563/p1020405r.jpg

Moving west a bit closer to Mattō Station, where they are using a combination of a beam launcher and gantry crane to lift the beams into place.

http://img88.imageshack.us/img88/4682/p1020427r2.jpg

http://img840.imageshack.us/img840/6751/p1020420r2.jpg

http://img402.imageshack.us/img402/2234/p1020426r.jpg

http://img225.imageshack.us/img225/556/p1020415r3.jpg

http://img405.imageshack.us/img405/2152/p1020421r2.jpg

Hokuriku Shinkansen construction update: Part 2

Back to Takaoka City (2011.07.17):
Source: http://kenkizuki.cocolog-nifty.com/blog/ (http://kenkizuki.cocolog-nifty.com/blog/2011/07/post-54be.html)

http://img534.imageshack.us/img534/5075/p1020512r.jpg

They are in the process of setting up the beam launcher.

http://img703.imageshack.us/img703/9080/p1020525r.jpg

Moving further east to Namerikawa City, where they constructing a pretty long overpass over a local road.

http://img849.imageshack.us/img849/1479/p1020542r.jpg

http://img823.imageshack.us/img823/4695/p1020560r.jpg

http://img3.imageshack.us/img3/4604/p1020552r.jpg

http://img692.imageshack.us/img692/1363/p1020580r.jpg

A few later pictures (2011.07.26):
Source: http://kenkizuki.cocolog-nifty.com/blog/ (http://kenkizuki.cocolog-nifty.com/blog/2011/07/post-8dac.html)

More progress on the beam launcher at the Nōetsu Expressway overpass:

http://img543.imageshack.us/img543/1231/img1067rv.jpg

Moving to Oyabe City:

http://img94.imageshack.us/img94/4640/img1074rx.jpg

Another overpass to be constructed over a local road.

http://img683.imageshack.us/img683/7015/img1082ro.jpg

http://img508.imageshack.us/img508/1472/img1086r.jpg

The tall soundwalls and homes right next to the line speak to the noise requirements and running environment for Shinkansen.

http://img708.imageshack.us/img708/4649/img1118rs.jpg

http://img830.imageshack.us/img830/1332/img1109r.jpg

Waiting to be lifted…

http://img200.imageshack.us/img200/1456/img1120rl.jpg

Hokuriku Shinkansen construction update: Part 3

Moving to the Itoigawa area (2011.07.17)
Source: http://www5.plala.or.jp/tanukinekochan/Shinkansen/ (http://www5.plala.or.jp/tanukinekochan/Shinkansen/HokurikuExt/Itoigawa/Nou/Nou.html)

West portal of the Mineyama Tunnel

http://img687.imageshack.us/img687/9922/nou01.jpg

Nō Track Yard is located near the portal to temporarily store track to be laid.

http://img839.imageshack.us/img839/6299/nou02.jpg

From atop the west portal of Mineyama Tunnel, looking towards the Nō River Bridge, the Itoigawa Omi Viaduct, and the Shin-Kiura Tunnel. Can see the taller soundwalls at the portal.

http://img829.imageshack.us/img829/5933/nou03.jpg

Temporary track-laying underway to transport the track slab sections. After fixing down the slab sections, they can begin work on the actual Shinkansen track.

http://img824.imageshack.us/img824/6938/nou07.jpg

Structural works on the Nō River Bridge are complete. To the left is the Shin-Kiura Tunnel.

http://img594.imageshack.us/img594/7202/nou04.jpg

Itoigawa Omi Viaduct

http://img41.imageshack.us/img41/3807/nou05.jpg

http://img69.imageshack.us/img69/6994/nou06.jpg

Hokuriku Shinkansen construction update: Part 4

Toyama Station construction (2011.07):
Source: http://ameblo.jp/virtualterminal/ (http://ameblo.jp/virtualterminal/entry-10949767492.html)

Columns at the east end of the station

http://img217.imageshack.us/img217/2672/o0800060111342584033.jpg

Foundation works on the north side of the columns. To the left are the temporary platforms at the station.

http://img856.imageshack.us/img856/2113/o0800060211342584066.jpg

Columns and scaffolding rising on the east side. The large building to the right is ESTA, the station tenant building for Toyama Chihō Railroad, a local private railway in the Toyama region.

http://img835.imageshack.us/img835/5078/o0800060011342584016.jpg

At the west end, foundation work.

http://img225.imageshack.us/img225/5369/o0800060011342583991.jpg

In the distance, we can see the bridge work across the Jintsū River.

http://img827.imageshack.us/img827/7105/o0800060011342584003.jpg

Thanks for all the updates.

I've been wondering about something on Shinkansen, is it such a good idea to have such different names on all the companies? Like Hayabusa, Nozomi etc (especially for tourists).

Also will the E5 ever be used on the other shinkansens or only the Tohoku shinkansen? And will the N700A ever be used on the Tohoku shinkansen?

Also will the E5 ever be used on the other shinkansens or only the Tohoku shinkansen? And will the N700A ever be used on the Tohoku shinkansen?

E2 is the only variable frequency train and the only one that can run on Nagano Shinkansen (the only line that crosses break of frequency).

N700A cannot be used on Tohoku Shinkansen because of wrong frequency.

Are there any technical objections to sending E5 on Joetsu Shinkansen? And shall E5 be still in service when Hokkaido Shinkansen shall open?

The 50 vs 60hz... :ohno:

Hopefully after this electrical disaster (fukushima) they will fix the entire system.

Are there any technical objections to sending E5 on Joetsu Shinkansen?

I don't think so. But there may not be the necessity, as the route is relatively shorter and has less competition with other modes.

And shall E5 be still in service when Hokkaido Shinkansen shall open?

Likely. Those E2 units are getting old.

I've been wondering about something on Shinkansen, is it such a good idea to have such different names on all the companies? Like Hayabusa, Nozomi etc (especially for tourists).


Personally, I like it. It may be slightly more confusing for tourists, but I don't think it's such a big deal. Most tourists will probably only be taking Tōkaidō / San'yō Shinkansen anyways. If they take Tōhoku Shinkansen, it's maybe one more name they have to remember. The Shinkansen signage nowadays is some of the most comprehensive you'll find anywhere, with full diagrams of stopping patterns, color coding for different services, and pictograms of the type of train used on each service.

More names gives more opportunities for branding and identity. I would probably find it a little boring if all the Shinkansen had to be categorized into Nozomi, Hikari, and Kodama.

I don't think so. But there may not be the necessity, as the route is relatively shorter and has less competition with other modes.



The current fleets on Joetsu Shinkansen are 200 series, E1 and E4 series.

Which of these shall remain in service indefinitely?

Planned Site Of Maglev's Nagano Station Unveiled
http://e.nikkei.com/e/fr/tnks/Nni20110805D0508A12.htm
NAGOYA (Nikkei)--Central Japan Railway Co. (9022) on Friday announced the location of the Nagano Prefecture station for its Tokyo-Nagoya magnetic-levitation train, the last of the planned stops to be released.

The railway operator, known as JR Tokai, aims to launch the maglev line in 2027. In addition to the terminals in Tokyo and Nagoya, which is in Aichi Prefecture, plans call for the maglev to stop at one station in each of the four prefectures the line will run through.

For the station in Nagano, JR Tokai unveiled a proposed site with a 5km diameter located mainly in the town of Takamori and the city of Iida. It also presented a planned route in that prefecture. The announcement on the Nagano station came later than those for other prefectures, as the company had difficulty ironing out differences with local governments.

The maglev is expected to travel the roughly 286km between Tokyo and Nagoya in as little as 40 minutes. The cost of the project, including stations and maglev cars, is estimated at 5.4 trillion yen. JR Tokai hopes to begin construction in fiscal 2014.

The line is to be extended to Osaka by around 2045, with the cost jumping to more than 9 trillion yen.

(The Nikkei Aug. 6 morning edition)

Japan wins 5 Brunel Awards, 7 Brunel Commendations: Part 1

On 2011.07.28 and 2011.07.29, the 11th Brunel Awards (2011) winners were announced. Japanese entries won a total of 12 awards—five Brunel Awards and seven Brunel Commendations—the highest of any of the participating countries, several more than the runner-up, the United States (five Brunel Awards and three Brunel Commendations). From the entries selected, it’s clear that the recent openings of the Kyūshū Shinkansen and Tōhoku Shinkansen extensions were favorable to Japan, although there were unrelated entries which were also selected for awards.

A short description of the Brunel Awards:
“The Brunel Awards competition recognizes and promotes the best in railway architecture, engineering, landscape and environmental design, product design, locomotive and car design, graphic arts, and corporate branding amongst the world’s railroad organizations. The competition is open to all public and private railway organizations that own or operate common carrier rail services on classic mainline or high speed rail infrastructure, an public or private railroad infrastructure owner/managers.”

Run-down of the winners:
Announcement is here: http://www.watford-group.org/brunel-coming.html

Brunel Awards (19)

Category 1: Railway Stations (7)
JR Hokkaidō (Japan): New Iwamizawa Rail Station
Japan Railway Construction, Transport and Technology Agency (JRTT) (Japan): New Shin-Tosu Station
ProRail (Netherlands): Upgrade of Hilversum Station
ProRail (Netherlands): New Emmen Zuid Rail Station
Jernhusen AB (Sweden): Extension to Malmo Railway Station
Amtrak (USA): Rehabilitation of the Wilmington DE Station
SEPTA (USA): Rehabilitation of Fort Washington, Ambler and North Wales Stations

Category 2: Technical Infrastructure (2)
Austrian Railways ÖBB (Austria): New Freudenauer Harbor Bridge
REFER (Portugal): New Sado River Bridge

Category 3: Freight and Railroad Support Buildings (3)
Pro Rail (Netherlands): Drontemeer Tunnel Facility Service Building
Metro North Railroad (USA): Croton Harmon Locomotive and Car Workshop
DC Dept. of Transportation (USA): Washington DC Union Station Bike Transit Center

Category 4: Industrial Design, Corporate Branding, Graphics, Furnishing (4)
Austrian Railways ÖBB (Austria): Public Information Box at Vienna Station site
German Rail DB (Germany): Frankfurt Station “Kaffeepunkt” Platform Pavilion
ADIF (Spain): Laguna Station-New Seats with sciatic support
Union Pacific Railroad (USA): Heritage Locomotive Fleet Program

Category 5: Rolling Stock (3)
East Japan Railway (Japan): Series E5 Sinkansen High Speed Train
East Japan Railway (Japan): Narita Express E259 Trainset
West Japan Railway/JR Kyūshū (Japan): Series N700-7000/8000 High Speed Trainset

Brunel Commendations (24)

Category 1: Stations (11)
Austrian Railways ÖBB (Austria): New Station Vienna Heiligenstadt
SNCF Gares & Connexions (France): Orleans Multi-modal Transport Hub
SNCF Gares & Connexions (France): Redevelopment of Vichy Station
SNCF Gares & Connexions (France): New Station Bellegarde sur Valserine
JR Kyūshū (Japan): Kumamoto Station Passageway
Japan Railway Construction, Transport and Technology Agency (JRTT) (Japan): Shin-Tamana Station
REFER (Portugal): Renovate and Expand Rossio Station
ADIF (Spain): New Cuenca High Speed Rail Station
Swiss Railways SBB/CFF/FFS (Switzerland): Extend and Remodel Brig Station
Swiss Railways SBB/CFF/FFS (Switzerland): Redevelop and Remodel Chur Station
Swiss Railways SBB/CFF/FFS (Switzerland): Zurich Letten Viaduct Commercial Spaces

Category 2: Technical Infrastructure (3)
Austrian Railways ÖBB (Austria): New Salzach Bridge
MBTA (USA): Replacement of Massachusetts Avenue and Columbia Road Bridges
Norfolk Southern Railway (USA): Heartland Corridor

Category 3: Freight and Railroad Support Buildings (3)
SNCF Semmaris (France): New Facilities at Rungis National Food Market-Paris
Central Japan Railway (Japan): Maglev and Railway Park Museum Building
REFER (Portugal): Lisbon Operations Control Center

Category 4: Industrial Design, Corporate Branding, Graphics, Furnishing (4)
JR Kyūshū (Japan): Hakata City Station Roof Garden and Park
JR Kyūshū (Japan): Hakata City Station Tile Art Project
JR Kyūshū (Japan): Kyūshū Shinkansen Travel Products and Advertising Campaign
Network Rail (United Kingdom): Corporate Offices Branding Program

Category 5: Rolling Stock (3)
East Japan Railway (Japan): HB-300 Hybrid Sightseeing Train
Swiss Railways SBB/CFF/FFS (Switzerland): Ee992 Dual Voltage Electric Shunting Locomotive
Amtrak (USA): Superliner I Coach Overhaul

Tabulation by Country

Country Awards Commendations
============== ====== =============
Austria 2 2
France 4
Germany 1
Japan 5 7
Netherlands 3
Portugal 1 2
Spain 1 1
Sweden 1
Switzerland 4
United Kingdom 1
USA 5 3

Japan wins 5 Brunel Awards, 7 Brunel Commendations: Part 2

Some photos and videos of the winners:

Iwamizawa Station
Photos (http://www.skyscrapercity.com/showpost.php?p=67624461&postcount=1854)
This one already won several awards domestically, including a Good Design Award and an Architectural Institute of Japan (AIJ) Award.

96VZCdS-3lw
Source: hokkaidoch on YouTube

Shin-Tosu Station
Photos: 1 (http://www.skyscrapercity.com/showpost.php?p=76254275&postcount=626), 2 (http://www.skyscrapercity.com/showpost.php?p=76254337&postcount=627), 3 (http://www.skyscrapercity.com/showpost.php?p=76254379&postcount=628)
My personal favorite on the new Kyūshū Shinkansen extension.

E5 series Hayabusa
I suspect this will win this year’s Blue Ribbon Award from the Japan Railfan Club.

Fan-produced PV:

SYJl3GTHaK4
Source: tobirabito on YouTube

E259 series Narita Express
This won a Blue Ribbon Award, as well as a Good Design Award. I like the Skyliner better, but I don’t think Keisei qualifies to submit entries.

PNewxySlqa8
Source: RAILWAYMOVIES on YouTube

N700-7000 / N700-8000 series Sakura / Mizuho

A 25-minute tour on an N700 Sakura from Hakata to Kumamoto:

nzFgDlkTxJA
Source: mkurashina on YouTube

Japan wins 5 Brunel Awards, 7 Brunel Commendations: Part 3

Kumamoto Station
Photos (http://www.skyscrapercity.com/showpost.php?p=82020528&postcount=775)

Shin-Tamana Station
Photos: 1 (http://www.skyscrapercity.com/showpost.php?p=77341455&postcount=675), 2 (http://www.skyscrapercity.com/showpost.php?p=77341489&postcount=676), 3 (http://www.skyscrapercity.com/showpost.php?p=77341509&postcount=677), 4 (http://www.skyscrapercity.com/showpost.php?p=77341521&postcount=678)

SC Maglev and Railway Park
I never got a chance to post it, but JR Central opened their new railway / maglev museum in Nagoya in March of this year. It’s proven quite popular despite opening on March 14 immediately after the earthquake / tsunami, and they have already reached their attendance goals for the first year. Lots of trains on display, including the C62 17 (fastest steam locomotive in Japan), the Shinkansen 300X (experimental Shinkansen unit that holds steel-wheel speed record for Japan), and the MLX01-1 (experimental superconducting maglev unit and holder of the world speed record).

io2hl1EsJn4
Source: mkurashina on YouTube

JR Hakata City Tile Art
Photos: 1 (http://www.skyscrapercity.com/showpost.php?p=82043640&postcount=783), 2 (http://www.skyscrapercity.com/showpost.php?p=82043674&postcount=784), 3 (http://www.skyscrapercity.com/showpost.php?p=82043706&postcount=785)

JR Hakata City Rooftop and Garden
Photos (http://www.skyscrapercity.com/showpost.php?p=82043770&postcount=786)

Kyūshū Shinkansen Marketing Campaign
A short Kansai-area TV special report on the “phantom” CM that never made it to TV:

Jy02l_BZde4
Source: 453popstar on YouTube

HB-E300 series hybrid DMU
Photos: 1 (http://www.skyscrapercity.com/showpost.php?p=68180923&postcount=222), 2 (http://www.skyscrapercity.com/showpost.php?p=68180949&postcount=223), 3 (http://www.skyscrapercity.com/showpost.php?p=68180969&postcount=224), 4 (http://www.skyscrapercity.com/showpost.php?p=68180987&postcount=225), 5 (http://www.skyscrapercity.com/showpost.php?p=68181001&postcount=226)

How important are those awards? I hope they can help with exports :)

At the very least, it's good press...

I feel like Japanese industrial design sometimes gets labelled as being too utilitarian / spartan, but hopefully this should help offset some of those perceptions.

Tōhoku Shinkansen will return to pre-quake schedule September 23

Full press release:
http://www.jreast.co.jp/press/2011/20110811.pdf

Good news and a sign that things are returning to normal.

In other recent news, the next E5 series unit (Unit U5) was recently delivered to JR East’s Shinkansen General Rolling Stock Center in Sendai. Off-loading from boat and delivery to the Shinkansen yard began on 2011.07.28. This is the fourth unit following the three already in service on the Hayabusa (Units U2, U3, and U4), and was originally scheduled to be delivered some time in March. Due to the earthquake / tsunami and resulting damage at the Port of Sendai, however, the arrival is technically four months late. A total of 59 units (including the pre-production S11 unit) will eventually be in service, replacing all existing sets on the Tōhoku Shinkansen including those used on the Hayate, Yamabiko, and Nasuno.

First set of pictures (2011.07.30):
Source: http://denshawotorou.blog73.fc2.com/ (http://denshawotorou.blog73.fc2.com/blog-entry-507.html)

At the Port of Sendai, Car 7 (right, with pantograph) and Car 8 (left):

http://img191.imageshack.us/img191/5338/dsc1784d.jpg

Low-rider style due to pantograph and need for sufficient clearance underneath the overpasses and pedestrian bridges along the truck route.

http://img694.imageshack.us/img694/9854/dsc1782q.jpg

http://img62.imageshack.us/img62/9745/dsc1922ck.jpg

Next day (2011.07.31):

http://img18.imageshack.us/img18/8923/dsc2053y.jpg
Source: http://denshawotorou.blog73.fc2.com/ (http://denshawotorou.blog73.fc2.com/blog-entry-507.html)

GranClass car (Car 10)

http://img641.imageshack.us/img641/7859/dsc2201h.jpg
Source: http://denshawotorou.blog73.fc2.com/ (http://denshawotorou.blog73.fc2.com/blog-entry-511.html)

More (2011.07.31):
Source: http://denshawotorou.blog73.fc2.com/ (http://denshawotorou.blog73.fc2.com/blog-entry-512.html)

http://img36.imageshack.us/img36/1635/dsc22532.jpg

http://img17.imageshack.us/img17/1854/dsc2303f.jpg

Car 9:

http://img269.imageshack.us/img269/3821/dsc2241pj.jpg

http://img835.imageshack.us/img835/6712/dsc2275.jpg

No one better to trust with transporting a ¥500 million oversize load than Nittsū. :)

http://img62.imageshack.us/img62/715/dsc2337v.jpg
Source: http://denshawotorou.blog73.fc2.com/ (http://denshawotorou.blog73.fc2.com/blog-entry-513.html)

I was able to ride the early AM departure from Shin-Aomori last week. The E5 rides very smoothly and quietly, so it seems to be running much slower than it actually is. Will be glad when the schedules are returned to normal.

I was able to ride the early AM departure from Shin-Aomori last week. The E5 rides very smoothly and quietly, so it seems to be running much slower than it actually is. Will be glad when the schedules are returned to normal.

a bit off topic but somewhat related.
you ever took those night trains that connect Kanto Tohoku and Hokkaido?
I've been thinking of taking one but backed off because of the prices.

a bit off topic but somewhat related.
you ever took those night trains that connect Kanto Tohoku and Hokkaido?
I've been thinking of taking one but backed off because of the prices.

I've taken plenty. As for prices, the sleepers will always be more expensive than the shinkansen because on top of the distance (josha-ken) and ltd. express charges, you have to pay for a berth or room. But price shouldn't really be the main consideration if you're travelling for the experience, especially if it's just a berth on a B shindai, which costs the equivalent of a night's stay in a business hotel. If you like luxury, ride the Cassiopeia or Twilight Express, which are more "cruise trains" than ordinary overnight trains. For a more basic and "pure" experience, I recommend the Akebono service between Aomori and Ueno via the Ou Main Line. Hokutosei is somewhere in between the above, but leaning toward luxury. Also recommended are the overnight express trains (the last remaining) Kitaguni and Hamanasu, which will not be around too much longer I reckon.

Now that budget airlines are going to boom next year in Japan with many companies and joint ventures starting service...how do you think that will impact the Shinkansen? I have a feeling it will be very negative for the Shinkansen's profability.

Now that budget airlines are going to boom next year in Japan with many companies and joint ventures starting service...how do you think that will impact the Shinkansen? I have a feeling it will be very negative for the Shinkansen's profability.
Unlikely. First, Japan's LCCs are mostly targeting flights to nearby countries (esp. Korea and China), which are currently woefully overpriced. Second, the most attractive and popular domestic flights are those that the Shinkansen already cannot effectively compete on, namely flights to Okinawa (no trains) and Hokkaido (too long by train). Third, domestic flights on those sectors that compete against the Shinkansen are already priced accordingly, eg. Tokyo-Osaka flights even at the moment often cost less than the Shinkansen fare. But the train is still more popular because it's more convenient and faster door-to-door since you can travel directly between city centers.

I do hope, however, that LCCs may finally crack the train system's flat fare system: right now, it costs the same to travel between Tokyo and Osaka any time and any day, be it the Friday before Golden Week or mid-day on a Wednesday in November. If LCCs start selling Y1 fares to fill up seats on unpopular flights, JR & co may have to give in and do the same.

if you're travelling for the experience, especially if it's just a berth on a B shindai, which costs the equivalent of a night's stay in a business hotel. If you like luxury, ride the Cassiopeia or Twilight Express, which are more "cruise trains" than ordinary overnight trains. For a more basic and "pure" experience, ....

yep that's pretty much my reasons, if I wanted to get there fast I'd fly.. but always wanted to try a long train ride experience! thanks for the reply.

JR East Earnings Recovering To Prequake Level: Chief
TOKYO (NQN)--East Japan Railway Co. (9020) President Satoshi Seino said Tuesday the firm's railroad revenues after the Great East Japan Earthquake are steadily returning to the prequake level.

At a regular news conference, Seino said JR East's fiscal 2011 earnings are likely to meet the company's target.

The company reported earlier the same day that its railroad revenues for August were unchanged from the previous year on a preliminary basis, with revenues of medium- and long-distance lines rising 1.7% after sharply falling in the wake of the March disaster. A 2.5% decline was logged in July.

http://e.nikkei.com/e/fr/tnks/Nni20110906D06SS007.htm?ep=4

Second, the most attractive and popular domestic flights are those that the Shinkansen already cannot effectively compete on, namely flights to Okinawa (no trains) and Hokkaido (too long by train).

Too long by train because no Shinkansen.

In which year shall the Shinkansen open from Shin-Aomori station through Tsugaru Tunnel to Hakodate?

In which year shall the Shinkansen open from Shin-Aomori station through Tsugaru Tunnel to Hakodate?

2015 (planned).

JR Tokai To Halt Maglev Tests To Focus On Building Tracks
http://e.nikkei.com/e/fr/tnks/Nni20110915D1509A23.htm
NAGOYA (Nikkei)--Central Japan Railway Co. (9022), or JR Tokai, said Thursday that it will suspend tests of a magnetic-levitation train at the end of this month to give priority to extending the test tracks.

Maglev trials are currently conducted on an 18.4km stretch in Yamanashi Prefecture. Plans call for extending the tracks to 42.8km at a cost of roughly 355 billion yen. Construction was initially slated to take place while test runs were conducted.

JR Tokai aims to complete the extension at the end of 2013, about three months ahead of schedule, said President Yoshiomi Yamada. Once the work is finished, the firm plans to conduct trial runs with the passenger cars that will be used when the service launches. The test tracks will become a section of the maglev line linking Tokyo and Nagoya.

Next Thursday, JR Tokai will open offices in the prefectures that the maglev line will run through. These offices will provide local residents with information such as environmental assessments.

(The Nikkei Sept. 16 morning edition)

E5 series coming to Yamabiko and Hayate services

Official press release:
http://www.jreast.co.jp/press/2011/20110912.pdf

Starting 2011.11.19, the E5 series currently running exclusively on Hayabusa services on the Tōhoku Shinkansen will also be introduced onto a portion of Yamabiko (slow) and Hayate (semi-fast) services, with three additional E5 series trains entering service (bringing the total to 6). We should now gradually start to see them take over all the Tōhoku Shinkansen runs, eventually converting the line to 320 km/h operations. :yes:

TBS news report (2011.09.12):

WFbFKQCuPf0

Another PV featuring recent E5 footage:

-jVCmV071GY
Source: tobirabito on YouTube

E5 series coming to Yamabiko and Hayate services

Official press release:
http://www.jreast.co.jp/press/2011/20110912.pdf

Starting 2011.11.19, the E5 series currently running exclusively on Hayabusa services on the Tōhoku Shinkansen will also be introduced onto a portion of Yamabiko (slow) and Hayate (semi-fast) services, with three additional E5 series trains entering service (bringing the total to 6). We should now gradually start to see them take over all the Tōhoku Shinkansen runs, eventually converting the line to 320 km/h operations. :yes:


How expensive are the Gran Class tickets on Yamabiko?

Are the schedules of the E5 trains/GranClass on Yamabiko and Hayate easy to memorize (as to which trains are E5 with 3 class service and which ones are 2 class only)?

I understand that by now the whole Tohoku Shinkansen is as fast as it was in March before the earthquake, and the speed restrictions after reopening the line have ended. But when shall the speed increase to 320 km/h start?

E5 is 50 Hz only trains. Are they technically compatible with Joetsu Shinkansen, too?

Why are maglev trains being built when you could upgrade the speed of the trains to Nagoya?

Why are maglev trains being built when you could upgrade the speed of the trains to Nagoya?

The Tokaido Shinkansen is up to it's potential capacity. To up grade they'll need to close down the Shinkansen for at least a year to straighten out the route, something which is economically unfeasible to JR Tokai. With the Maglev in place the Tokyo-Nagoya connection will have an alternative in case one becomes damaged by a natural catastrophe.

How expensive are the Gran Class tickets on Yamabiko?
The 特別車両料金 (special car charge) is the same as for the Hayabusa as it’s GranClass for both. The distance-based fare is the same as well, so the only difference is in the 特急料金 (limited express charge).

For a one-way trip between Sendai and Tōkyō:

Hayabusa GranClass
Distance-based fare: ¥5,780
Limited express (reserved seat) charge: ¥5,110
Special car charge: ¥9,000
Discount on limited express (reserved seat) charge: (¥510)
Total: ¥19,380

Yamabiko GranClass
Distance-based fare: ¥5,780
Limited express (reserved seat) charge: ¥4,810
Special car charge: ¥9,000
Discount on limited express (reserved seat) charge: (¥510)
Total: ¥19,080

So, basically no difference. In that respect, if time is not a constraint, then you might as well just take the slower trains so you can enjoy the GranClass longer.

Are the schedules of the E5 trains/GranClass on Yamabiko and Hayate easy to memorize (as to which trains are E5 with 3 class service and which ones are 2 class only)?
No. There will only be eight of these E5 Yamabiko / Hayate trips when they debut on 2011.11.19.

I understand that by now the whole Tohoku Shinkansen is as fast as it was in March before the earthquake, and the speed restrictions after reopening the line have ended. But when shall the speed increase to 320 km/h start?
No new news. Still late FY2012.

E5 is 50 Hz only trains. Are they technically compatible with Joetsu Shinkansen, too?
Yes, although I don’t think there’s any plans to speed up the Jōetsu Shinkansen. The first E5 was tested on the Jōetsu Shinkansen a few days ago (http://rail.hobidas.com/rmn/archives/2011/09/jre5u.html) (2011.09.15) to make sure that the units could be sent to Niigata for regular maintenance should they be unable to get the trains back to the Sendai yard for whatever reason.

The Tokaido Shinkansen is up to it's potential capacity. To up grade they'll need to close down the Shinkansen for at least a year to straighten out the route, something which is economically unfeasible to JR Tokai. With the Maglev in place the Tokyo-Nagoya connection will have an alternative in case one becomes damaged by a natural catastrophe.

What is the due date for completion of Chuo Shinkansen Nagoya-Osaka, and what is the due date for completion of Hokuriku Shinkansen Tsuruga-Osaka?

What is the due date for completion of Chuo Shinkansen Nagoya-Osaka, and what is the due date for completion of Hokuriku Shinkansen Tsuruga-Osaka?

Why don't you try internet search, it really is quite amazing:
http://en.wikipedia.org/wiki/Ch%C5%AB%C5%8D_Shinkansen

As for Hokuriku Shinkansen, as the route from Tsuruga has not been determined yet, there can yet be no definite completion date.

Regarding Joetsu Shinkansen, I find that it is now served with 200 series, E1 and E4 series.

However, both E1 and E4 are supposed to be withdrawn by 2016.

So which trains shall operate on Joetsu Shinkansen after 2016? 200 series alone, or something else?

E6 series resumes test runs

The prototype E6 series was out and about on test runs once more the late evening of 2011.09.21 and early morning of 2011.09.22. I believe this marks the first testing with the E6 since the earthquake and tsunami in March, although it may just have been extremely elusive during this period. In any event, some photos:
Source: http://blogs.yahoo.co.jp/mae_room/ (http://blogs.yahoo.co.jp/mae_room/29612946.html)

25:30 Parked at Platform 12 at Ōmagari Station on the Akita Shinkansen:

http://img718.imageshack.us/img718/5393/img1027910296129460.jpg

25:41 Using the switchback to get onto the Ōu Main Line, bound for Akita

http://img716.imageshack.us/img716/9198/img1027910296129461.jpg

Long exposure :)

http://img24.imageshack.us/img24/176/img1027910296129462.jpg

27:10 Return from Akita, arriving on Platform 11

http://img89.imageshack.us/img89/1817/img1027910296129463.jpg

Signed as “Test Run”

http://img36.imageshack.us/img36/8176/img1027910296129464.jpg

http://img832.imageshack.us/img832/6823/img1027910296129465.jpg

New public passage and elevated concourse open at JR Takaoka Station: Part 1

On 2011.08.28, JR West unveiled the new north-south public passage and elevated station concourse at JR Takaoka Station on the Hokuriku Main Line. This is the latest milestone in the various upgrades to Takaoka Station, which also include construction of a pedestrian deck and extension of the Man’yō Line, a tram line serving Takaoka City, Toyama Prefecture’s second city.

Pictures:
Source: http://saitoshika.blog119.fc2.com/ (http://saitoshika.blog119.fc2.com/blog-entry-1179.html)

Compact, but a nice design by JR West, frequently written off for tending to skimp on design a bit. Still entirely functional though, with double escalators, an elevator, and a small truss canopy to provide shelter against inclement weather.

http://img88.imageshack.us/img88/3682/img140220110830230702.jpg

The Zuiryūji Exit (south exit) of the north-south public passage.

http://img535.imageshack.us/img535/4633/img1405ac.jpg

http://img508.imageshack.us/img508/3048/img1415yi.jpg

The public passage has been named the “Man’yō Road”, and is approx. 100 m long and 12-20 m wide.

http://img593.imageshack.us/img593/7606/img1424g.jpg

Really liking the design, including the ceiling slats, the full-height windows, and “stela”-style directional signage incorporating lacquer techniques.

http://img855.imageshack.us/img855/3999/img1420tu.jpg

The signage is color-coded. Blue is for Zuiryūji Exit, red is for the Takaoka Kojō Park Exit (north exit).

http://img43.imageshack.us/img43/5474/img1467r.jpg

This signage unit, decorated with Japanese-style ornamentation, includes an embedded digital signage installation.

http://img20.imageshack.us/img20/4060/img1489n.jpg

New public passage and elevated concourse open at JR Takaoka Station: Part 2

Station entrance… They obviously put a lot of effort into the arch paneling, composed of specially-colored copper plates etched with images of the fenghuang / hōō (phoenix) and katakago flowers from the Man'yōshū (http://en.wikipedia.org/wiki/Man'yōshū). :yes: The ceiling features aluminum elements arranged to be reminiscent of Mt. Tate.

http://img190.imageshack.us/img190/9908/img1492q.jpg

A bit jarring to see the station reborn in modern style but still have manned ticket gates. Departure boards are three-color LEDs, but they are high-resolution units (rare for JR West), so the Minchō font shows up pretty well.

http://img171.imageshack.us/img171/849/img1438x.jpg

Platform bridge, inside the paid area. Not a fan of this type of signage, which reminds of JR Kyūshū signage, but the stairwells are color coded by platform for visibility.

http://img31.imageshack.us/img31/6333/img1450bs.jpg

Moving towards the Takaoka Kojō Park Exit and the old station building…

http://img600.imageshack.us/img600/8957/img1468v.jpg

Its duties finished, the former ticketing entrance is now fenced off.

http://img839.imageshack.us/img839/1646/img1472r.jpg

Station plaza and Takaoka Station tenant building. Really showing its age, including the old “Takaoka Station Department Store” sign, but with the completion of the new station building and relocation of station functions, this building is now shuttered.

http://img705.imageshack.us/img705/2390/img1481e.jpg

Replacement will look like this. Completion is scheduled for spring 2014. Aside from the demolition and replacement of the tenant building, the remaining work includes the pedestrian deck at the north exit and new bike and vehicular parking.

http://img607.imageshack.us/img607/194/img1475pp.jpg

http://img204.imageshack.us/img204/277/img1486cb.jpg

Maglev train's test run in heavy rain
https://english.kyodonews.jp/photos/2011/09/116145.html

https://english.kyodonews.jp/photos/assets/201109/0921033-thumb450x.jpg

Central Japan Railway Co., a railway operator commonly known as JR Tokai, demonstrates before reporters a test run of its magnetically levitated train in Tsuru, Yamanashi Prefecture, on Sept. 21, 2011, despite strong winds and rain caused by Typhoon Roke. The train achieved a speed of 500 kilometers per hour during the test, with a company official saying the test proved it is a ''vehicle highly resistant'' to rain and winds. (Kyodo)



The day of the rainy test run (2011.09.21) also happened to be the last day of testing with the MLX-01, which began running in April 1997 with the completion of the Yamanashi test track. A total of nine cars (five end cars and four middle cars) of this series were produced. The MLX-01 set the world speed record of 581 km/h on 2003.12.02 and has traveled a cumulative distance of 877,000 km in test runs, helping to refine JR Central’s maglev technologies related to air resistance, durability, etc. Trains will again begin running on the test track in late 2013 with the prototype L0 series, the first series designed for revenue service.

asahi.com video report from the Yamanashi Test Center (2011.09.21):

3pMa_sBckSY

With a longer track, maybe they'll be able to break their own speed record!!

I wonder if the operating speed will be raised from 505km/h. BTW do you know where they will build the L0 series?

Yes, I'm curious to see what will happen in the next few years, although I'm a bit skeptical that we will see any increase in the speed until after the trains start operating in revenue service. I suspect they may want to start service right away at 505 km/h, then gradually increase speed, if possible, with new trainsets, etc.

The L0 series will be manufactured by Nippon Sharyō, Mitsubishi Heavy Industries, Hitachi, and Kawasaki Heavy Industries.
http://www.skyscrapercity.com/showpost.php?p=68604641&postcount=3000

If you want more specifics about where, I suppose that means:
Toyokawa, Aichi
Mihara, Hiroshima (?)
Kudamatsu, Yamaguchi
Kōbe, Hyōgo

Yes, I'm curious to see what will happen in the next few years, although I'm a bit skeptical that we will see any increase in the speed until after the trains start operating in revenue service. I suspect they may want to start service right away at 505 km/h, then gradually increase speed, if possible, with new trainsets, etc.

The L0 series will be manufactured by Nippon Sharyō, Mitsubishi Heavy Industries, Hitachi, and Kawasaki Heavy Industries.
http://www.skyscrapercity.com/showpost.php?p=68604641&postcount=3000

If you want more specifics about where, I suppose that means:
Toyokawa, Aichi
Mihara, Hiroshima (?)
Kudamatsu, Yamaguchi
Kōbe, Hyōgo

I just hope they can decrease the energy usage, and maybe increase the speed a bit too. I also hope it's 100% manufactured in Japan and not outsourced.

Good news

Tokaido Shinkansen Passengers Up 1% In Sept
http://e.nikkei.com/e/fr/tnks/Nni20110929D29SS017.htm
TOKYO (NQN)--The number of passengers who traveled on Tokaido Shinkansen bullet trains rose 1% on the year between Sept. 1-28. Central Japan Railway Co. (9022) said Thursday.

For the six months from April through September, ridership declined 4% on the year.

Yoshiomi Yamada, president of the railway, better known as JR Tokai, said that passenger numbers were depressed by typhoons in early and mid-September, but that three-day weekends helped raise them beyond last year's level.

Yamada said he is happy to see passenger traffic in the first half of fiscal 2011 much higher than initially forecast.

Yes, I'm curious to see what will happen in the next few years, although I'm a bit skeptical that we will see any increase in the speed until after the trains start operating in revenue service. I suspect they may want to start service right away at 505 km/h, then gradually increase speed, if possible, with new trainsets, etc.


The service Sagamihara-Kofu is due to start in 2020.

What is the distance Sagamihara-Kofu, and what shall the scheduled time be with 505 km/h top speed?

The service Sagamihara-Kofu is due to start in 2020.

What is the distance Sagamihara-Kofu, and what shall the scheduled time be with 505 km/h top speed?

JRC say they may abandon partial inauguration of the Chuo Shinkansen between Hashimoto and Yamanashi due to conflict in construction schedule and development of the operation management system.

JRC say they may abandon partial inauguration of the Chuo Shinkansen between Hashimoto and Yamanashi due to conflict in construction schedule and development of the operation management system.

Thus no Chuo Shinkansen until 2027.
As I mentioned, odd that the Chuo Shinkansen timetable is known to 2045, but Hokuriku Shinkansen timetable is unknown beyond reaching Kanazawa in 2014.

Is anything at all happening about the Kanazawa-Fukui stretch?

Kyūshū Shinkansen station plazas: Part 1

A short series of photos of station plazas at the three major stations on the Kyūshū Shinkansen.
First off is Hakata:
Source: http://ameblo.jp/maimai24/ (http://ameblo.jp/maimai24/entry-11035491542.html)

Like the station building (JR Hakata City), the plaza was designed by Mitooka Eiji.

http://img31.imageshack.us/img31/2981/o0800053111520332262.jpg

http://img195.imageshack.us/img195/9271/o0800053111520332261.jpg

http://img255.imageshack.us/img255/883/o0800053111520332263.jpg

http://img262.imageshack.us/img262/8638/o0800053111520332264.jpg

http://img824.imageshack.us/img824/6248/o0800053111520332265.jpg

http://img214.imageshack.us/img214/9281/o0800053111520333530.jpg

Apparently, Fukuoka City was reluctant to allow the placement of trees in the plaza, as they didn’t want bear the cost of cleaning up the leaves. The president of JR Kyūshū then offered that the railway do all the sweeping, and the trees were approved.

Kyūshū Shinkansen station plazas: Part 2

Next, Kumamoto Station, which is the gateway to what will eventually be Japan’s 20th city designated by government ordinance next year:
Source: http://ameblo.jp/maimai24/ (http://ameblo.jp/maimai24/entry-11038462571.html)

The major plaza is outside the Shinkansen Exit (West Exit) of the station.

http://img40.imageshack.us/img40/1189/o0800053111526861451.jpg

Definitely one of the more unique stations on the line, as you can see trains stopped at the station through the large glass section in the center.

http://img690.imageshack.us/img690/9751/o0800053111526861452.jpg

http://img692.imageshack.us/img692/1241/o0800120411526861453.jpg

The plaza is part of the Kumamoto Artopolis project, and was designed by Satō Mitsuhiko. The concept is supposed to be a half-outdoor “park” space.

http://img268.imageshack.us/img268/4003/o0800053111526861454.jpg

A wall and canopy surround the rotary, painted black on the interior and white on the exterior. It’s supposed to be reminiscent of the walls of Kumamoto Castle.

http://img827.imageshack.us/img827/2763/o0800053111526863549.jpg

There are sections cut through the wall, such as this stop for charter buses.

http://img43.imageshack.us/img43/9339/o0800053111526861455.jpg

http://img834.imageshack.us/img834/1621/o0800053111526865791.jpg

Kyūshū Shinkansen station plazas: Part 3

Small water feature (Kumamoto is known for its water)

http://img535.imageshack.us/img535/1234/o0800053111526863550.jpg

Twist the knob for mineral water

http://img14.imageshack.us/img14/4236/o0800053111526865792.jpg

The plaza has a different feel during the evenings, but still very nice!

http://img835.imageshack.us/img835/7431/o0800053111526865798.jpg

http://img716.imageshack.us/img716/4863/o0800053111526865794.jpg

Lastly, is this oddity… The gate to a small home lies just outside of the plaza center.
Not sure who designed the gate, but it matches very well with the rest of the plaza.

http://img810.imageshack.us/img810/4321/o0800053111526865795.jpg

This must be the closest home to a Shinkansen station anywhere in Japan.

http://img338.imageshack.us/img338/841/o0800053111526869947.jpg

Last is Kagoshima Chūō, which lacks the appeal of the plazas at Hakata and Kumamoto, but is still functional.
Source: http://ameblo.jp/maimai24/ (http://ameblo.jp/maimai24/entry-11043309810.html)

http://img90.imageshack.us/img90/668/o0800053111537000810.jpg

Wow the Kyushi Shinkansen has the most interesting stations! I really like the Kumamoto one, I feel like all the major shinkansen stations in the country need to be rennovated now :lol:

BTW what is the building U/C in the last picture? (how tall) and what is that sand area?

http://lecinq-chuo23.com/renewal/index.html

The sand is just empty lots waiting to be developed.

If you look at Google Maps or Yahoo Maps, you can compare the aerial photos and the street map and see that they don't match at all on the west side of the station because the photos were taken before the land readjustment.
http://www.city.kumamoto.kumamoto.jp/toshiseibi/kumamotoeki/content/seibi/nishi05.htm

They should just make it into a park or something...or green residential tower.

CmBKPS_zlXg

Series 300 bullet trains to be retired in 2012
Central Japan Railway Co. (JR Tokai) and West Japan Railway Co. (JR West) on Oct. 20 announced plans to decommission the Series 300 bullet trains on their Tokaido and Sanyo Shinkansen lines in the spring of 2012, after 20 years in service.

The Series 300 trains are steadily being replaced by more energy-efficient Series 700 and Series N700 trains.

More: http://mdn.mainichi.jp/mdnnews/news/20111021p2a00m0na001000c.html

^^:ohno: bad news, 300 series was one of my favourites high speed trains.

You have to look into the benefits though, it will make the overall shinkansen more energy efficient and so cleaner...that's good news!

This makes it closer for the N700A to be introduced too.

West Japan Rail to Double Bullet Trains on Most Profitable Route
Nov. 14 (Bloomberg) -- West Japan Railway Co. has spent 30 billion yen ($388 million) to double the number of bullet trains on its most profitable route to compete with airlines serving the island of Kyushu.

The company will add 10 new locomotives on its only bullet- train line by the end of March, Managing Executive Officer Tatsuo Kijima said in a Nov. 10 interview in Tokyo. The trains will make the 933 kilometer (580 mile) trip from Osaka, the biggest city in western Japan, to Kagoshima in the south using an extension that opened in March.

“We are now in the position to rival the airlines,” Kijima said. “Increasing the number of trains will make the journey even more convenient.”

JR West aims to boost its share of travelers between Osaka and Kagoshima by 10 percentage points to 50 percent, helped by the new track cutting an hour off the rail trip, Kijima said. Demand on the line and a quicker-than-expected travel recovery following Japan’s March earthquake have already caused the company to twice raise its annual profit forecast

More: http://www.businessweek.com/news/2011-11-13/west-japan-rail-to-double-bullet-trains-on-most-profitable-route.html

Japan's longest-distance bus to link Saitama, Fukuoka
The route is about 1,170 kilometers one way, and will replace the 1,140-km Hakata-Shinjuku (Tokyo) line, served by Fukuoka-based Nishitetsu Highway Bus, as the longest route in Japan.

The regular fare is 13,000 yen ($168) for the one-way trip, which will take 15 hours and 10 minutes to complete.

More: http://ajw.asahi.com/article/economy/business/AJ2011111317313

^^ I suppose that the Bloomberg reporters (one of the credited writers is Japanese) wrote something like "10 new units" and some know-it-all copy editor changed it to "locomotives". :bash:

^^ I suppose that the Bloomberg reporters (one of the credited writers is Japanese) wrote something like "10 new units" and some know-it-all copy editor changed it to "locomotives". :bash:

Yes you are correct. The original article used the common vernacular term "hensei" which means unit/formation/trainset. Probably the work of a North American editor.

http://www.bloomberg.co.jp/apps/news?pid=90900001&sid=acqTN5hfGUWo

New Akita Shinkansen E6 Train on public display for 1st time

About 1,000 people came to the 1st public display of the new E6 bullet train that will run on Akita Shinkansen line from 2013.

http://www.yomiuri.co.jp/photo/20111113-366148-1-L.jpg
Pic and story courtesy: Yomiuri On-Line （読売新聞）

E6 interior tour:
WvhpYJrt6M4&feature=related

BfZOJaHv0-A&feature=related

JR Tokai To Pay For All Maglev Train Stations
NAGOYA (Nikkei)--Central Japan Railway Co. (9022) on Monday agreed to shoulder the entire cost of building stations for its magnetic levitation train line, an offer that removes a major stumbling block in its negotiations with involved localities.

The company, better known as JR Tokai, previously said it would only pay for the three key stations in Tokyo, Nagoya and Osaka, and urged local governments along the line to foot the bill for stations in Kanagawa, Yamanashi, Nagano, Gifu, Mie and Nara prefectures.

More: http://e.nikkei.com/e/fr/tnks/Nni20111121D2111N01.htm

What about the Hokkaido Shinkansen? This afternoon I searched for more information but I have'nt found anything in the works between Shin-Aomori and Shin-Hakodate.

:ohno:

What about the Hokkaido Shinkansen? This afternoon I searched for more information but I have'nt found anything in the works between Shin-Aomori and Shin-Hakodate.

:ohno:

Between Nanae and Oshima Ohno:
G0LMZWsW5aY&feature=related

Starting at about 2:50 you can see the beginnings of construction for the new Shin-Hakodate Station, which is located in the current Oshima Ohno Station area. This will be the transfer point between the Shinkansen and the 1067mm network, and the end of the first phase of the Hokkaido Shinkansen.

Thanks k.k.jetcar!

I found this map:

http://www.town.nanae.hokkaido.jp/shinkansen/outline021.jpg

And this one:

http://userdisk.webry.biglobe.ne.jp/006/644/05/N000/000/000/122346742871816100923.jpg

what is the triangle between Shinkansen line and conventional line? a new neighborhood? an industrial area?

A rail yard.

Comment: It's going to be far from Hakodate, something like Shin-Yokohama. Or even worse, cause you'll have to go backward from this Shin-Hakodate station.
But here there's geographical constraints adding to the land acquisition problem. 仕方ないな

Japan looks at high speed freight services
http://www.rail.co/2011/11/07/japan-looks-at-high-speed-freight-services/


Japan is looking at the possibility of introducing high speed ‘cargo bullet’ trains for use on lines shared with Shinkansen services.

The 33 mile long Seikan tunnel, that connects Hokkaido with northern Honsu, is expected to see the Hokkaido Shinkansen introduced in 2015.

The tunnel already has 42 freight trains pass through it every day and reducing these is not practical as it would have a severe impact on freight distribution within Japan.

It is necessary to introduce a high speed freight service on the route because the wind turbulence generated by a passing Shinkansen has the ability to derail a freight train which can be avoided if the freight train travels at a similar speed to the Shinkansen.

JR East to develop new E7 series for Hokuriku Shinkansen extension
http://mainichi.jp/select/wadai/news/20111213k0000e040231000c.html


In concert with the opening of the 228 km extension of the Hokuriku Shinkansen from Nagano to Kanazawa in late FY2014, JR East will develop a next-generation train—the E7 series—for commercial service. Using the current E2 series trains as a base, JR East will boost the tractive power and improve environmental performance and passenger comfort. The railway has already begun basic design of the new trains, and by summer of next year will complete a prototype unit for test running.

Starting in spring 2013, JR East will launch 320 km/h service with the Tōhoku Shinkansen’s E5 series Hayabusa, the fastest service in the country. The railway will also debut the E6 series trains on the Akita Shinkansen. The development of the upcoming E7 series is being spurred by the replacement cycle of the first E2 series trains, which debuted with the opening of the Tōkyō – Nagano section of the Hokuriku Shinkansen in October 1997.

The E2 series, which will serve as the base for the new trains, was developed in-house by JR East, and is operated on various services including the Nagano Shinkansen’s Asama and the Tōhoku Shinkansen’s Hayate services. A key feature of the E2 series is it’s power, maintaining stable running at over 170 km/h along perilous mountain alignments.

For the E7 series, JR East will further enhance the train’s motors, making it possible to run at over 200 km/h on steep grades. The nose of the train will be modified to a new design that reduces micro-pressure waves when the train enters tunnels. The railway will also reduce noise along the line by equipping noise absorption panels along the train’s sides and introducing low-noise pantographs.

When the extension opens, Hokuriku Shinkansen trains are planned to operate in 10-car formations, with travel time between Tōkyō and Toyama at 2 hours, 10 minutes, and between Tōkyō and Kanazawa at around 2 ½ hours. With the introduction of the E7 series, however, the railway is expecting to further reduce the travel time. JR East will handle operations between Tōkyō and Jōetsu, while JR West will handle operations between Jōetsu and Kanazawa.


There is no official press release from JR East on this yet, and Mainichi Shimbun is the only one reporting on this news.

Japan to decide on start of construction of 3 bullet-train sections
TOKYO (Kyodo) -- The Japanese government and the ruling Democratic Party of Japan plan to decide as early as next week to launch construction of three stretches of shinkansen bullet train lines, party lawmakers said Thursday.

They are sections between Kanazawa in Ishikawa Prefecture and Tsuruga in Fukui Prefecture on the Hokuriku Shinkansen Line, between Hakodate and Sapporo in Hokkaido on the Hokkaido Shinkansen Line, and Isahaya and Nagasaki in Nagasaki Prefecture on the Kyushu Shinkansen Line's Nagasaki branch route, for which planning dates back to 1973.

Actual construction is expected to start in early 2012 or later.

More: http://mdn.mainichi.jp/mdnnews/news/20111216p2g00m0dm024000c.html

:banana:

So now look at this map: http://upload.wikimedia.org/wikipedia/commons/4/4d/Shinkansen_map_20110312_en.png

The only part of the map that will have "planned" will just be the planned route to Osaka in the Hokuriku Shinkansen and I guess now that they will start construction of all other planned lines all of their focus now will be on deciding that route.

So in 2012 there will be 774.9 km of shinkansen track U/C.

So in 2012 there will be 774.9 km of shinkansen track U/C.
Truly massive!!!
So how much it will take to complete this project? 10 years time??

So impressive

Map of the future location of the Chuo Maglev station in Nagoya.

http://img513.imageshack.us/img513/6096/2012010316a017761621433.png
http://chixa.exblog.jp/

Railway CMs: Part 1

Some CMs I’ve been neglecting…

Odakyū Romancecar CM (80s)
「箱根へ」篇 “To Hakone”

fRjLspNAcdg

New Tōbu Spacia CM for Winter 2011-2012
This is the direct service to Nikkō. Of course, they’ve got the aerial at the end with the Tōkyō Sky Tree, which will open later this year.

FoFTjIo4eek

Kintetsu CM for Mawaryanse, a special ticket / pass for the Ise–Shima area, where Kintetsu has a lot of tourism interests.

ZcOwLq8rwe0

JR West CM (2012.01) for San’yō–Kyūshū Shinkansen through-service

zkygoab0Gm0

Railway CMs: Part 2

JR East Iku ze Tōhoku (“Let’s Go to Tōhoku!”) CM (30s)
「東北６県」篇 “Six Prefectures of Tōhoku”

ZQSBD5WWzZE

A cute, low-budget JR West local CM for a special crab-eating + hot springs tour on the San’in Line:

xWynLt5WdNM

Not really an AKB48 fan, but I thought this was a clever amateur rendition of the famous JR Central X’mas Express CM series, but using Kitahara Rie (http://en.wikipedia.org/wiki/Rie_Kitahara).

a1m9xoV5mU0

For comparison, the original X’mas Express CMs from many years ago… A lot of people remember this CM series fondly.

vqocw6y1z6I

Recent late-night testing of the E6 series on zairaisen (conventional lines):

No date, but sometime early or mid-January.

Mynfh3-HYe8

2012.01.21:

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2011.01.23:

VaRvOk_ITTE

A news feature on the maglev Chūō Shinkansen, and how it will transform Japan. Japanese only.

zUcaY4xUJ7Q

WVsHz1DCa2Y

Thanks for the videos!

Interesting to think what this place will be like in 2045 when the full Tokyo-Osaka route of the Linear Shinkansen is realized. I'll be almost 70!

--The zairaisen trains will all be using the latest lightweight and efficient designs
--The "regular" shinkansen trains will travel to places like Sapporo, Nagasaki, Kanazawa, Toyama, and perhaps even serve places in Shikoku, Shimane prefecture, Oita and Beppu in Kyushu.

Don't forget that other mode of travel too...
--electric cars will be the norm here (let Toyota and Nissan have their way)
--Most of the highway system in Japan should be built out by then.
--electric charging stations will be combined with parking lot operators (They're already testing this out here in Yokohama)

Should be an interesting next 30 years! Don't forget that the Tokyo-Nagoya part should open in 2023 sometime... I'll do my best to get a first ride experience posted right here (if this BBS and myself are still around :))

It's 2027 for the section to Nagoya.

Aside from the maglev, I'm really looking forward to the rest of the Shinkansen extensions and the variable gauge train. If they can get the technology in service on the Nagasaki Shinkansen and the concept really catches on, things could get really interesting really quick, with some of the far flung cities potentially pushing to get direct "Shinkansen" service.

Is the Sagamihara-Kofu maglev currently on schedule to open before completion of Tokyo-Nagoya?

No, they abandoned the idea of an early phased opening between Kanagawa and Yamanashi:
http://www.asahi.com/national/update/0930/NGY201109290043.html

Reasons:
No schedule slack in construction of deep tunnel sections
Train operations control system will not be ready in time

Gov't considers free-gauge trains for Hokuriku Shinkansen, local line in Kansai
The Land, Infrastructure, Transport and Tourism Ministry is considering introducing free-gauge trains for through services between the Hokuriku Shinkansen Line and a local line to the Kansai region around Osaka, a ministry official has disclosed.

At a Feb. 1 meeting of an experts' panel, an official said that the ministry is considering using trains with variable gauge axels to connect services between the Hokuriku Shinkansen Line and a local line into the Kansai region to enhance convenience and to increase the lines' profitability.

Since the gauges of superexpress lines and local lines are different, free-gauge trains are indispensable for through services between the two types of lines. Shinkansen lines use the standard gauge of 1,435 millimeters while a narrow gauge of 1,067 millimeters is used for local tracks.

Late last year, the national government gave the green light for the construction of the planned Hokuriku Shinkansen Line section between Kanazawa in Ishikawa Prefecture and Tsuruga in Fukui Prefecture.

However, the construction of the Kanazawa-Tsuruga superexpress line is estimated to cost 1.13 trillion yen and the maintenance of free-gauge trains is expected to cost more than ordinary trains, posing a challenge to West Japan Railway Co. (JR West), the operator of the line.

Superexpress trains are currently in service on the Tokyo-Nagano section of the Hokuriku Shinkansen Line, which is nicknamed the "Nagano Shinkansen." Services on the line's Nagano-Kanazawa section are expected to begin in fiscal 2014, and the Kanazawa-Tsuruga section is expected to be completed by fiscal 2025, offering direct train services between Tokyo and Tsuruga. "Thunderbird" limited express trains are currently operated between Osaka and the Hokuriku region via the JR Kosei and Hokuriku lines.

Even though the government plans to eventually extend the Hokuriku Shinkansen Line all the way to the Kansai region around Osaka, its route between Tsuruga and Kansai has not been determined yet. Also due to a shortage of financial resources, it remains to be seen whether and when work will start on the remaining section of the line.

http://mdn.mainichi.jp/mdnnews/national/news/20120202p2a00m0na014000c.html

So, the wheeled Shinkansen opening due dates are as follows:
Nagano-Toyama-Kanazawa - 2014
Kanazawa-Fukui-Tsuruga - 2025
Aomori-Hakkodate - 2015
Hakkodate-Sapporo - ?
What is the progress of Nagasaki Shinkansen?

Any other wheeled Shinkansen before 2027?

No.

Nagasaki is supposed to be 2018 or so.

What is the progress of Nagasaki Shinkansen between Shin-Tosu and Takeo-Onsen?

The only segment being worked is Takeo Onsen ‒ Isahaya, as this is the only "new" section under the current plan. The others will be on the existing Nagasaki Main Line using variable-gauge Shinkansen.

Progress is 9.6%.
http://www.pref.nagasaki.jp/shinkansen/outline/construction_4.html

When shall first Free Gauge Trains be ready for service?

^^ If I'm not mistaken then they are testing the second prototype and developing the third which will be the pre-production one. No idea on when the first one will be ready for service though. Most likely when they open the Nagasaki branch of the Shinkansen network. Unless they find some alternative use for it before.

^^ Can you post videos of these free gauge trains?

^^ Just go to this link and look for yourself: Google video search "フリーゲージトレイン" (https://www.google.com/search?q=%E3%83%95%E3%83%AA%E3%83%BC%E3%82%B2%E3%83%BC%E3%82%B8%E3%83%88%E3%83%AC%E3%82%A4%E3%83%B3&ie=utf-8&oe=utf-8&aq=t&rls=org.mozilla:sv-SE:official&client=firefox-a#q=%E3%83%95%E3%83%AA%E3%83%BC%E3%82%B2%E3%83%BC%E3%82%B8%E3%83%88%E3%83%AC%E3%82%A4%E3%83%B3&hl=en&client=firefox-a&hs=3dt&rls=org.mozilla:sv-SE:official&prmd=imvns&source=lnms&tbm=vid&ei=fgM0T7enFsz44QTbu5XjAQ&sa=X&oi=mode_link&ct=mode&cd=4&ved=0CBgQ_AUoAw&bav=on.2,or.r_gc.r_pw.,cf.osb&fp=782500e0d68b1337&biw=1920&bih=1077)

The Shinkansen 300 series will have last run on 03/16.


To commemorate it's graduation the last set has gotten some special stickers.

http://i.imgur.com/aYj8F.jpg

http://i.imgur.com/U0n1q.jpg


The train will run some Nozomi services in February and some special services in March. On 03/16 it will run Nozomi 329 from Tokyo to Shin Osaka.


FDA2dpPglZU


After 20 years of service it's the end of this classic trains, leaving only the 700 and the N700 on the Tokaido Shinkansen.

good bye old shinkansen !

Tokai colors for last days of s100...

http://i.imgur.com/8tfoJ.jpg
http://i.imgur.com/LRgTd.jpg
http://i.imgur.com/FV4Cg.jpg
http://i.imgur.com/vIFEe.jpg
http://i.imgur.com/d73j0.jpg

http://www.denshaotaku365.com

Invitation-only test ride with new JR East E657 series limited express

These are the new sets to be introduced onto Jōban Line limited expresses (Super Hitachi and Fresh Hitachi) with the upcoming schedule changes in two weeks (2012.03.17). When the schedule changes enter effect, about 40 percent of these limited express runs (20 of 30 Super Hitachi runs and 9 of 41 Fresh Hitachi runs) will be operated with the E657 series, replacing some runs currently operated by 651 series and E653 series units.

A few pics from the invitation-only test ride on 2012.02.10 between Sanuki and Mito.
Source: http://rail.hobidas.com/blog/natori/ (http://rail.hobidas.com/blog/natori/archives/2012/02/15_4.html)

The test ride was operated with Unit K6, which departed Hitachi’s plant in Kudamatsu, Yamaguchi (southern Japan) on 2012.01.21 and arrived in Katsuta Rolling Stock Center on 2012.01.23. This is at Sanuki.

http://img687.imageshack.us/img687/966/120215n011.jpg

The test ride certificates issued by JR East to participants. The trains was signed as 臨時 “Extra”.

http://img811.imageshack.us/img811/9271/120215n010.jpg

Pamphlet advertising the new E657, distributed by JR East’s Mito Office.

http://img689.imageshack.us/img689/3060/120215n007.jpg

LED scrolls inside the train… Looks like these are full-color. They specially programmed text just for the test ride.

http://img195.imageshack.us/img195/5936/120215n009.jpg

Car 6

http://img96.imageshack.us/img96/6764/120215n001.jpg

Car 5 (green car)

http://img189.imageshack.us/img189/117/120215n002.jpg

Green car restroom. One of the better-looking restrooms among newer rolling stock… I think the wood (laminate?) paneling really helps.

http://img215.imageshack.us/img215/6774/120215n003.jpg

http://img31.imageshack.us/img31/267/120215n004.jpg

Testing the WiMAX wireless broadband inside the train

http://img62.imageshack.us/img62/4677/120215n005.jpg

Arrival at Mito. This photo might show it best, but the livery isn’t actually white—it’s a very light pink.

http://img542.imageshack.us/img542/9231/120215n006.jpg

Videos:

Test ride scenes at Mito (2012.02.10):

P2BkZpB-3iA

Regular revenue service only begins with the schedule changes on 2012.03.17, but the series actually began carrying revenue passengers a little earlier as part of a special run 復興フラガール号 (“Revival Hula Girl”) yesterday (2012.03.03). Scenes at Ueno:

QFdXnl0Sjks

WTH!! The interior looks craaaazy. :nuts:.

I'm going to miss the 300 series and the s100.....those are the only two Shinkansen trains I rode. Anyone know what they are going to do with the old trains?

It's either keep them for preservation / display or scrap them.

They never sell them to other countries?

Not to be operated in commercial service. They've probably sold (or maybe donated) them to other countries for display.

^^ The National Railway Museum in York has a Shinkansen cab car (http://www.nrm.org.uk/OurCollection/LocomotivesAndRollingStock/CollectionItem.aspx?objid=2001-7500&cat=All&comp=West_Japan_Railways&ipp=12#panel-1).

That's specifically the one I was thinking of, although I was too lazy to look up the circumstances surrounding the museum's acquisition of the car. :lol:

There are several Shinkansen cars put on display in Japan, only one (the one at The National Railway Museum in York) have been moved out of the country that I'm aware of.
Most of them just get scrapped/recycled when they it's taken out of service.

Does anyone know if they saved a 400 class when they scrapped them some time ago?
It would be a dream of mine to see a tribute park to Shinkansen trains somewhere in Japan where one example of each type would be showcased next to each other, I can dream right...

EDIT: just found out that they have saved one 400 car, it's in Fukushima at the moment...

Toyama Station Hokuriku Shinkansen construction update

Some pics of the Shinkansen construction work at Toyama Station (2012.02):
Source: http://saitoshika.blog119.fc2.com/ (http://saitoshika.blog119.fc2.com/blog-entry-1399.html)

Construction of the Shinkansen viaduct proceeding behind the temporary tracks and platforms for the existing lines at the station. In addition to the Shinkansen viaduct, there is also related work to elevate approx. 1.8 km of the JR Hokuriku Line and Takayama Line and approx. 1.0 km of the Toyama Chihō Railroad, a local private railway.

http://img42.imageshack.us/img42/6718/img3711d.jpg

Lots of progress being made on the Shinkansen, as the extension to Kanazawa is supposed to open in 2014.

http://img600.imageshack.us/img600/2160/img371620120221213946.jpg

Approximate center of the Shinkansen part of the station… This is supposed to be a four-track station, if I remember correctly.

http://img542.imageshack.us/img542/2281/img3727c.jpg

West end, towards Kanazawa

http://img31.imageshack.us/img31/5328/img3725wh.jpg

In the distance we can see the four-span extradosed bridge that will carry the Shinkansen over the Jinzū River.

http://img440.imageshack.us/img440/3540/img3729r.jpg

A bit east of Toyama Station, around Inari Motomachi…
The Hokuriku Main Line and Toyama Chihō Railroad run parallel here, forming a section of quadruple-track sandwiching the Shinkansen viaduct.

http://img442.imageshack.us/img442/8763/img3746y.jpg

Toyama Chihō Railroad train, composed of ex-Keihan 3000 series (1st generation) commuter EMUs from the Kansai area.

http://img843.imageshack.us/img843/8192/img3734q.jpg

The approach into Toyama Station

http://img209.imageshack.us/img209/4449/img3739f.jpg

Nice to see an update about the shinkansen :)

Shin-Ōsaka Station construction update

An update on the various construction projects at Shin-Ōsaka Station, focusing on the construction of an additional (8th) track and platform (Platform 27) at the station, along with two new sidings, to help increase capacity for the Tōkaidō / San’yō and San’yō / Kyūshū Shinkansen.

Some pics (2011.11):
Source: http://saitoshika.blog119.fc2.com/ (http://saitoshika.blog119.fc2.com/blog-entry-1277.html)

http://img109.imageshack.us/img109/5608/img390420111106231009.jpg

The new sidings are being constructed on the west (San’yō Shinkansen) side of the station.

http://img197.imageshack.us/img197/4456/img3900uq.jpg

The view from the west end of Platform 26

http://img855.imageshack.us/img855/5169/img3936x.jpg

The new platform that spans Shin-Midōsuji. We now have a good view of the glass exterior. :)

http://img827.imageshack.us/img827/6061/img3913n.jpg

Looks like the new platform will be at a slightly higher elevation than the existing platforms at the station.

http://img684.imageshack.us/img684/2462/img3929zm.jpg

Looking east (towards Kyōto).
The building in the background is a new office building being constructed by Hankyū Electric Railway using space they had originally reserved for a potential Hankyū rail connection into the station.

http://img29.imageshack.us/img29/5590/img3943xn.jpg

In addition to the new platform and tracks, JR Central is also carrying out a renovation of the Shinkansen concourse.

http://img651.imageshack.us/img651/6523/img388120111106231016.jpg

Newly-opened convenience and souvenir (food) shops.

http://img593.imageshack.us/img593/8610/img3884hb.jpg

The shutter in the rear of the store seems to indicate that this is only a temporary opening.

http://img546.imageshack.us/img546/8532/img3889w.jpg

They are also replacing the floor tiles.

http://img816.imageshack.us/img816/5507/img3886p.jpg

Old and new tiles. The new tiles are textured to help prevent slipping during wet days.

http://img845.imageshack.us/img845/7541/img3926e.jpg

http://img805.imageshack.us/img805/6440/img3922t.jpg

A month later, some additional renovated sections were unveiled (2011.12):
Source: http://saitoshika.blog119.fc2.com/ (http://saitoshika.blog119.fc2.com/blog-entry-1331.html)

http://img809.imageshack.us/img809/3857/img0889w.jpg

Work also appears to be proceeding on the waiting room outside the paid area of the station. Judging from the covered sign and the automatic doors, the glass section here will be a staffed ticket counter.

http://img85.imageshack.us/img85/4749/img089120111227225312.jpg

Sayonara!!!

HzOSu6d5mRg

Q9ahE5vYsBU

Railfan PVs for the E5 Hayabusa and E6 Komachi.
BGM is the theme song for JR East's 20th anniversary CM.

23Q_oe72kIk

gSMl2pLk8F0

New JR East CMs:

f6JsBE_wiz0

P7F4OhGTndk

JR East begins final testing of lithium ion battery train
http://www.jreast.co.jp/press/2011/20120204.pdf


ＪＲ東日本では、非電化区間の新たな環境負荷の低減方策として「蓄電池駆動電車システム」の開発をすすめております。2008 年度から車両センター構内や電化区間で「NE Train スマート電池くん」を使用して走行試験を実施し、性能評価や技術的検証を重ねてきました。今年度は試作した充電設備による急速充放電試験や、蓄電池を座席下に収納した走行試験を行っています。

このたび、試験の最終段階として非電化区間である烏山線での充放電試験、走行試験を実施し、システムとしての実用性を確認します。

システム概要（別紙１、別紙２）
蓄電池駆動電車システムは車両に大容量の蓄電池を搭載して非電化区間の走行を可能にするもので、気動車のエンジンから発生する排気ガスの解消や、二酸化炭素・騒音低減の実現を目指しています。

この電車は、電化区間では通常の電車と同様に架線からの電力により走行すると同時に蓄電池を充電します。非電化区間では蓄電池の電力で走行し、一部の駅に設置する専用の充電設備において走行に必要な充電を行います。

試験スケジュール
烏山駅に仮設した試験用充電設備を使用し、非電化区間での走行と急速充電を組み合わせた最終的な性能・機能確認試験を行います。

実施時期
2 月および3 月

走行区間
烏山線 宝積寺駅～烏山駅間（非電化区間）（試験は、烏山線の営業時間外に行います）
東北本線 小金井駅～宝積寺駅間（電化区間）

開発経緯（別紙３）
2008 年度より車両の開発に着手しました。その後、2009 年度に走行試験および地上充電設備の開発を開始し、現在にいたっています。

スマート電池くんの概要〔主要諸元〕
車両形式：クモヤE995形
車両寸法(長さ×幅×高さ)：19500mm×2800mm×4052mm
車両重量：39.9t
最高速度：100km/h
充電方法：パンタグラフを使用して充電
電力変換装置：架線の直流1500V と蓄電池用600Vを双方向に変換
主回路用蓄電地：リチウムイオン蓄電池： 600V－72kWh
モータ制御装置：VVVFインバータ方式入力電圧600V
モータ方式・出力：誘導電動機95ｋW×2台


This is the final series of JR East’s R&D trials with lithium ion battery trains. They’ve been testing the “Smart Denchi-kun” set inside their rolling stock R&D center and on electrified sections of track since FY2008, and will now do final testing of the technology’s performance and functionality in conditions very close to actual revenue service, including rapid charging and discharging of the battery and a practical design that puts the batteries beneath the train seats. The train will be tested on the Koganei – Hōshakuji section of the Tōhoku Main Line (an electrified section) and the entire length of the unelectrified Karasuyama Line. Testing on the latter will only take place outside of regular service hours.

ANN news report (2012.02.21).
Approx. 30% of JR East’s zairaisen network is unelectrified. The train will be able to travel 20 km on a single charge.

l2M0GHtggEk

^ great

Tunneling for maglev test track extension complete
http://news.mynavi.jp/news/2012/04/06/043/


JR東海では、山梨リニア実験線の工事の進捗について発表している。3月27日に東側延伸区間の安寺(あてら)トンネルが貫通し、延伸区間のすべてのトンネルが貫通した。

http://img824.imageshack.us/img824/8466/001lsd.jpg
安寺トンネルは東側延伸区間にある

http://img809.imageshack.us/img809/9879/002lsh.jpg
高架橋の工事も進む

同実験線は1997年4月より、先行区間(大月市笹子町を起点に、都留市朝日曽雌の終点までの18.4km)での走行試験を開始した。2003年には世界最高速度となる時速581kmを記録。「超電導磁気浮上式鉄道について実用化の基盤技術が確立したと判断できる」との評価も受けた。

現在は実験線の延伸工事が行われており、東に7.8km、西に16.6km延伸されて総延長は42.8kmに。延伸区間のトンネルは計10カ所あり、安寺トンネルをもってすべてのトンネルが貫通。トンネル区間工事においては、今年夏までに路盤や天井、壁面の仕上げが完成する予定だ。

明かり区間では高架橋や橋りょうの工事を施工中で、すべての橋台と橋脚が完成し、橋げたがかかりつつある状況だという。橋げた工事は今年秋までに完了する予定。先行区間では全面的な設備更新も行われ、現在はガイドウェイの設置や変電所の機器据付などを施工している。ガイドウェイなどの設置工事は今年夏から本格化する。

その後、来年春から各種設備の機能試験などを開始し、来年末までに新実験線での走行試験を開始するとのこと。新実験線では、長大編成の車両によるトップスピードでの長距離走行や、長大トンネルの走り抜け、保守体系の確立など、超電導リニアの実用化に向けた確認試験が行われる。


ANN news report (2012.03.30):

GEa0RJdS4zc

Tunneling work for the last tunnel on the test track extension, the Atera Tunnel, was completed on 2012.03.27. Currently, the maglev test track is being extended from 18.4 km to 42.8 km (7.8 km east and 16.6 km west). There are 10 tunnels on the new segments, and with the completion of the excavation, they will now construct the trackbed, ceiling, and walls for the tunnels, completing them by this summer.

On the daylight sections, the foundation work and all the viaduct columns have been constructed, and they are continuing with erection of the guideway beams, with a scheduled completion this autumn. They are also carrying out upgrade works to the existing test track sections, including guideway installation and installation of transformer substation equipment.

Testing of the functionality of the extended test track will begin next spring; running tests with trains will resume before the end of next year. The tests will focus on confirming the practicality and functionality of the superconducting maglev technology, including long-distance running tests with long train sets, entry / exit in long tunnels, and development of the maintenance framework. JR Central is investing ¥105 billion towards maglev-related work this year (FY2012), an all-time record for the maglev project.

I found some new (old) videos on YouTube of the test rides on the maglev that I’d never seen before…

ltqp4McM2wY

4-L_Di3ytco

MLIT will introduce variable gauge trains to Hokuriku Shinkansen
http://www.shinmai.co.jp/news/20120322/KT120321ATI090036000.html


　国土交通省は２１日、２０２５年度末を目指す北陸新幹線敦賀（福井県）延伸に合わせ、フリーゲージトレイン（軌間可変電車）を導入する方針を固めた。工 事実施計画に敦賀駅付近で軌間を変更させる装置などの設置を盛り込む。ＪＲ側との手続きも経て、認可は４月以降になる見通し。

　同日の交通政策審議会整備新幹線小委員会が、昨年末に新規着工方針が決まった北陸新幹線金沢―敦賀、九州新幹線長崎ルート・諫早―長崎、北海道新幹線新 函館―札幌の３区間について、投資効果や採算性が確保できるとした国交省の試算は妥当―とする報告書をおおむね了承。北陸新幹線と長崎ルートにフリーゲー ジの「積極的な活用」を提言する内容も確認した。

　報告書にフリーゲージの運行区間は明記しないが、国交省は現時点で富山―敦賀間は新幹線、敦賀―大阪間は湖西線など在来線に乗り入れて運行する想定をしている。

　長野県内からの利用を考えると、現時点の想定では敦賀以西との行き来には１度乗り換えが必要。フリーゲージ車両の運行区間の長野方面への拡大や、乗り換え時間の短縮が課題になる。


On 2012.03.21, the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) announced that it will introduce the Free Gauge Train (FGT) for the Hokuriku Shinkansen between Tsuruga and Ōsaka. The FGT units will enter service with the 2025 opening of the Hokuriku Shinkansen extension to Tsuruga. The units will run on Shinkansen tracks between Toyama and Tsuruga, switching to zairaisen tracks at Tsuruga and using the Kosei Line to get to Ōsaka. There are some issues left to resolve, though, including how to deal with possible delays and service disruptions (the Kosei Line is especially susceptible to wind, and the Kansai area has a large number of grade crossings).

Currently, the FGT is continuing its zairaisen tests on the Yosan Line in Shikoku, focusing on durability / reliability tests. With the recent schedule changes in March, it’s now doing four roundtrips a day between Tadotsu and Sakaide, and can now be seen during the daytime as well (for the first time).

Entering Tadotsu Plant (2012.02):

YBSh61HCDw0

Daytime testing (2012.03):

jUgiKyzf_HE

Shin-Hakodate Station design selected
http://www.nikkei.com/news/local/article/g=96958A9C93819491E2E5E2E2958DE2E5E2E0E0E2E3E09EE6E3E2E2E2;n=9694E3E4E3E0E0E2E2EBE0E2E3E0


2015年度に開業する北海道新幹線の新函館駅（仮称、北斗市）について、高谷寿峰市長の諮問機関「新幹線新駅周辺空間デザイン審議会」は７日、駅舎デザインを決定した。同会は３月、推薦案として市長に答申する。

審議会が決定したのは、外壁の大部分がガラス張りで、内部にはトラピスト修道院のポプラ並木をイメージした枝分かれした鉄骨の柱を設置するデザイン。鉄道建設・運輸施設整備支援機構は１月下旬に３案を提示。この日の審議会では２回目の投票で決まった。

メンバーからは地元の素材を使って建設することなどが追加要望として提案された。

会長の韮沢憲吉・函館高専名誉教授は「構造としては新幹線の駅らしい安定した形。レンガや道南スギなど地元素材を生かした駅舎にすることを検討してほしい」と話した。


Render.
Pretty standard Shinkansen station.

http://img812.imageshack.us/img812/8475/img20120207214327.jpg

For comparison, here’s the adjacent Kikonai Station:

http://img405.imageshack.us/img405/6067/img20120125095307.jpg

Shin-Hakodate will be designed with cross-platform transfer
http://www.asahi.com/national/update/0201/HOK201202010001.html


　2015年度に開業予定の北海道新幹線新青森～新函館(仮称)間の新函館駅のホーム配置案が固まりました。

　案によりますと、新函館開業時点では、新幹線が2面2線、在来線が2面4線で、両ホームは同一レベルに設置。新幹線は、札幌延伸時には上り線用ホームになるホームで当面、折り返し運転し、一方の在来線は、駅を通り抜けられるホーム2面3線に加え、新幹線側の通り抜けられる線路だけを見ると、1面1線となるホームのうち、函館寄りを切り欠くことで1面2線とします。

　両ホームは乗換改札をホーム上に設けて、階段の上下を一切せずに移動できるようにし、函館～新函館～札幌間の特急列車及び新函館～函館間の連絡列車と新函館発着の新幹線との乗換を用意にします。

　一方で、2035年度の開通が計画されている新函館～新札幌間が開業した場合、下り線ホームと連絡列車の平面乗換ができなくなる見通しです。


Similar to what was done for Shin-Yatsushiro on the Kagoshima route of the Kyūshū Shinkansen, Shin-Hakodate will be designed with a temporary cross-platform transfer to facilitate transfers between Shinkansen and connecting zairaisen trains (specifically, limited expresses running Hakodate – Shin-Hakodate – Sapporo as well as connecting local trains from Shin-Hakodate to Hakodate. Transfer gates will be provided on the platform level, and transferring passengers won’t need to move up or down stairs or escalators to make transfers between Shinkansen and connecting zairaisen trains. Faregates weren’t required on the platform at Shin-Yatsushiro, but this situation is a bit different, as local trains (i.e., not limited expresses) that don’t require premium fares will also be connecting with Shinkansen.

The general track layout will look like this:

http://img406.imageshack.us/img406/8198/hok201202010002.jpg
Source: Asahi Shimbun (http://www.asahi.com/national/update/0201/HOK201202010001.html)

Excavation for Hokkaidō tunnels on Shin-Hakodate extension complete
http://sankei.jp.msn.com/life/news/120326/trd12032611080009-n1.htm


　２０１５年度に開業する北海道新幹線（新青森－新函館）の新茂辺地トンネル（３３４５メートル）の貫通式が２６日、北斗市のトンネル内で行われた。これで北海道側に整備する新函館までの６本すべてが貫通した。

　鉄道建設・運輸施設整備支援機構によると、新茂辺地トンネルは、６本のうち木古内町と北斗市にまたがる渡島当別トンネル（８０７３メートル）に次ぐ長さ。０７年３月に着工し、内装工事を経て１３年３月に完成する。

　青森県側でも６本のトンネルを整備する計画で、外ケ浜町の館沢トンネル（５９０メートル）など３本が既に貫通している。

　政府は昨年末、北海道新幹線の札幌延伸を決め、３５年度ごろに新函館－札幌（２１１キロ）が開業する予定。


Tunneling for the 3,345 m Shin-Moheji Tunnel in Hokuto City was completed on 2012.03.26, marking the completion of excavation of all six Hokkaidō-side tunnels for the 148 km Hokkaidō Shinkansen segment from Shin-Aomori to Shin-Hakodate. The Shin-Moheji Tunnel is the second longest of the six—the first is the 8,073 m Oshima Tōbetsu Tunnel between Kikonai Town and Hokuto City. Tunneling work on the Hokkaidō side began in March 2007, and they will now finish the trackbed construction and other work by March 2013. Overall construction progress on the Hokkaidō side is around 80%. Rail-laying will begin in April 2013 and be completed by late FY2014, one year before the start of revenue service.

The Aomori side also has six tunnels, three of which are already complete. Overall construction progress on the Aomori side is at 47%.

Development of freight Shinkansen for Seikan Tunnel begins
http://mainichi.jp/hokkaido/seikei/news/20120113ddlk01020260000c.html


ＪＲ北海道の小池明夫社長は１２日の記者会見で、北海道新幹線の青函トンネルで、在来線の貨物列車１編成をそのまま搭載する貨物型新幹線実用化に向け、国の支援を受けた本格研究を始めることを明らかにした。貨物列車は高速の新幹線とすれ違う際、風圧で脱線の危険性が指摘されており、貨物新幹線が運行されれば新幹線は減速せずに走行できると期待される。

貨物型新幹線は「トレイン・オン・トレイン」と呼ばれ、同社は０５年に内部的な研究を開始。国土交通省は実用化を期待し、来年度予算に初めて同社への調査研究費１０００万円の計上を決め、同社も本格研究することにした。

構想では貨物新幹線の車台にレールと同じ幅の溝を刻み、貨物列車をそのまま積む。高速走行が可能な機関車がけん引し、北海道新幹線と同じ時速２６０キロでの走行を目標とする。小池社長は「実用化には少なくとも８年程度はかかる」と説明。同社の苗穂工場（札幌市東区）で、貨物新幹線用の車台の設計などを研究していた。

貨物列車の脱線を避けるには、これまでは新幹線が速度を１４０キロ程度に落とすか、貨物列車を新幹線が走行しない夜間に運行させるなどの対策が考えられていた。小池社長は「青函トンネルは物流の動脈。速度を落としては新幹線がもったいない。（高額な開発費が必要なため）国の支援が不可欠」と話した。


JR Hokkaidō will finally begin real R&D efforts towards development of their Train-on-Train concept, which would allow slower-speed narrow-gauge freight trains designed for zairaisen to be loaded onto a specially-designed 260 km/h freight Shinkansen for travel through the Seikan Tunnel. There is some worry about the potential for derailment of freight trains inside the tunnel when being passed by Shinkansen in the opposite direction, which will become a critical issue with the fast-approaching start of service on the first segment of the Hokkaidō Shinkansen to Shin-Hakodate, of which 82 km will be shared dual-gauge track with narrow-gauge zairaisen.

Video of the concept:
http://www.hokkaido-np.co.jp/cont/video/?c=special&v=75929401001

While there has been some internal research on the concept between JR Hokkaidō and JR Freight since 2005, the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) will finally begin looking at the idea this fiscal year, earmarking about ¥10 million in R&D costs in this year’s budget. The other options were to force Shinkansen trains to slow to 140 km/h or implement schedule management of freight trains (i.e., limiting freight traffic to late nights or other open slots only). JR Hokkaidō says it will take at least 8 years to fully develop the technology for practical use. Last year, there were some tests regarding the potential of Shinkansen to transport seafood from Hokkaidō to the Tōkyō area, which could stand to benefit from the Train-on-Train concept.

MLIT will introduce variable gauge trains to Hokuriku Shinkansen
http://www.shinmai.co.jp/news/20120322/KT120321ATI090036000.html

On 2012.03.21, the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) announced that it will introduce the Free Gauge Train (FGT) for the Hokuriku Shinkansen between Tsuruga and Ōsaka. The FGT units will enter service with the 2025 opening of the Hokuriku Shinkansen extension to Tsuruga. The units will run on Shinkansen tracks between Toyama and Tsuruga, switching to zairaisen tracks at Tsuruga and using the Kosei Line to get to Ōsaka. There are some issues left to resolve, though, including how to deal with possible delays and service disruptions (the Kosei Line is especially susceptible to wind, and the Kansai area has a large number of grade crossings).


Does that mean that the Tsuruga-Osaka section, as a true Shinkansen line, is shelved?

^^ It may be that they have taken a "wait and see" approach to what they should do. Since the section to Tsugaru isn't scheduled to open until 2025, which means that there will only be a "few" years before the complete Chuo line opens (especially if the government decide to speed up the construction, as there have been talks about that), and when it opens then there will be available capacity on the Tokaido line so that they might be able to do the cheapest option and connect the Hokuriku line at Maibara.
It could also just be that they want a direct connection between Osaka and Toyama before they have completed the rest of the Hokuriku shinkansen line...

JR Kyūshū to aim for stock listing in FY2016
http://www.nikkei.com/news/local/article/g=96958A9C93819891E2E7E2E19A8DE2E7E2E6E0E2E3E09E8AE2E2E2E2;n=9694E3E4E3E0E0E2E2EBE0E0E5E2


　九州旅客鉄道（ＪＲ九州）は５日、2012年度からの５カ年の中期経営計画を発表、最終年度となる16年度までに株式上場を実現させる目標を掲げた。博多駅の新駅ビルの開業などで稼ぐ力は高まっている。ただ、本業の鉄道事業で公共交通機関の役割を担う同社が不採算路線から次々と撤退するのは難しい。赤字続きの同事業は14年度以降に黒字転換を見込むが、国が支出した経営安定基金の運用益頼みの経営は今後も続きそうだ。

　中期経営計画では、16年度の連結売上高は11年度見込み比12％増の3700億円、営業利益は約2.5倍の250億円を目標に据えた。鉄道事業の売り上げは伸び悩むものの、駅ビル開発など非鉄道事業は20％増の2200億円以上を見込んでおり、全売上高の６割以上を占めるとみている。

　鉄道事業は旧国鉄が分割・民営化され、ＪＲ九州が株式会社となった後、営業黒字になったことは一度もない。５日、記者会見した唐池恒二社長は「３年、ないしは５年後には黒字化させたい」と収益改善に自信を示した。11年度にピークを迎えた新幹線車両などの減価償却費が年々負担が軽くなるほか、定年退職者の増加で人件費も減る。

　一方で、公共交通を手掛ける同社が不採算路線から相次ぎ撤退するのは難しいという事情もあり「鉄道事業の黒字はぎりぎり（の水面上）で、きわどい」（唐池社長）。そのため、国の経営安定基金3877億円の運用益を上乗せして一定の経常利益を確保する経営が続くのは必至だ。

　安定基金と運用益について唐池社長は「上場後も当然必要」と語る一方、「上場後、基金に甘えて収支改善を怠ることはない」と強調した。

　鉄道事業の伸び悩みを補うため、ＪＲ新大分駅の新駅ビル建設など沿線の都市開発を強化する。

　多角化の一環として大規模太陽光発電所（メガソーラー）事業に参入する方針も明らかにした。九州南部に出力2000キロワット規模で建設する計画で、早ければ今年度内にも発電する。

　今後も新規事業への進出を検討するほか、ドラッグストア事業などでのＭ＆Ａ（合併・買収）も積極的に進め、事業の裾野を広げる考えだ。


According to JR Kyūshū’s latest five-year business plan published on 2012.04.05, the railway will aim for a stock listing by FY2016. With the opening of the full route of the Kyūshū Shinkansen and the new station building at Hakata Station (JR Hakata Station), JR Kyūshū has built a strong financial foundation, and its railway business as a whole is expected to turn profitable starting in FY2014—an amazing feat for one of the three “island” JR companies (Kyūshū, Shikoku, and Hokkaidō), which carry a lot of dead weight with them (i.e., non-profitable local lines). If realized, JR Kyūshū will become the first of the island JRs to be listed on the stock exchange.

Since becoming privatized after the dismantling of JNR, JR Kyūshū has yet to post an operating profit for its railway business, but with dropping depreciation costs for Shinkasen rolling stock (peak was FY2011) and declining personnel costs with more employees reaching retirement age, the railway hopes to post an operating profit in 3 to 5 years. The business will only barely make a profit, and since it’s extremely difficult for them to drop money-losing lines, they will still be receiving ¥387.7 billion in stabilization funds from the national government.

By FY2016, the railway aims to increase consolidated revenues 12% from FY2011 to ¥370 billion, and operating profit 150% to ¥25 billion. While revenues in the railway business will struggle, JR Kyūshū expects to increase non-railway business revenues (e.g., station tenant building development) by 20% to over ¥220 billion, or over 60% of total revenues. Included among these trackside urban development projects is the new station building for JR Ōita Station, which was recently fully elevated. Other diversication efforts include entry into the solar power industry—revolving around construction of a 2,000 kW megasolar plant in southern Kyūshū which will open as early as this fiscal year—as well as mergers and acquisitions in the drugstore industry and expansion of their distribution, restaurant, hotel, and real estate businesses. In particular, the railway will include a condominium development as part of the new the new Ōita Station building, although the scale of the development has yet to be fleshed out.

JR East will begin mass production of E6 series for Akita Shinkansen

Official JR East press release:
http://www.jreast.co.jp/press/2012/20120404.pdf

A total of 23 trains (161 cars) will be produced, replacing the current E3 series Komachi trains. The first unit will roll off the production line in November 2012, and production will continue until spring 2014. The current prototype mass production unit being tested will also be outfitted for revenue service once testing is complete.

Comparison of E6 and E3 series:

http://img703.imageshack.us/img703/5894/120410fig02.jpg

The E6 is one car and about 20 m longer than the E3 series (5M2T vs. 4M2T), needed to allow 320 km/h operation starting in late FY2013 (compared to 275 km/h for the E3) while maintaining the same passenger capacity. The E6 features features full-active suspension on all cars (E3 series had full-active suspension for the end cars only—the intermediate cars were semi-active) and tilting technology (maximum 1.5 degrees on Shinkansen tracks).

As an interesting tidbit, there will be security cameras in both the deck areas and passenger cabins… This may be a first for Shinkansen stock?

Tour inside the E6 series mass production prototype (2011.11). Love the green car seats. :)

AW73rdIatUY

Nagasaki Shinkansen will be 6 to 8 cars
http://www.47news.jp/CN/201202/CN2012020101001729.html


　国土交通省は１日、交通政策審議会の整備新幹線小委員会の会合で、フリーゲージトレイン（軌間可変電車）を導入予定の九州・長崎ルートについて、同区間の特急と同じ６～８両編成を想定していると報告した。営業車両の製造費は、新幹線（１両３億円程度）の１割増になるとの見通しも示した。フリーゲージは、車輪の幅を変えることで線路幅の異なる新幹線と在来線を直通運転できる。国交省は北陸の富山―大阪でも導入を検討しており、この区間は９両編成を想定している。


This puts the train length similar to the existing Kamome limited expresses and the Kagoshima route of the Kyūshū Shinkansen. Since this is planned to be operated with variable gauge trains, the production cost will be about 10% more than the standard Shinkansen car (¥300 million).

The MLIT proposal is to have the Nagasaki Shinkansen trains through-service all the way to Shin-Ōsaka using the San’yō Shinkansen, meaning that both the Kagoshima and Nagasaki routes would have direct service to Shin-Ōsaka. A total of 14 through-service roundtrips are envisioned. Of course, there is some caution from the JR side, which is a bit worried about the speed of the FGT (270 km/h), which could have a detrimental effect on the San’yō Shinkansen (300 km/h).
http://www.saga-s.co.jp/news/saga.0.2167102.article.html

Takeo Onsen – Nagasaki section of Nagasaki Shinkansen may be full Shinkansen standard
http://www.asahi.com/national/update/1207/TKY201112060787.html


　九州新幹線長崎ルートの武雄温泉―長崎間について、国土交通省が、予定されていた在来線規格ではなく、新幹線と同じ線路幅の「フル規格」での導入を検討していることが分かった。運行速度のアップで投資効果を高め、着工認可につなげる狙いとみられる。

　武雄温泉―長崎間は、在来線規格で走る「スーパー特急」方式が検討されていたが、新幹線規格よりも速度が遅いため、投資効果が疑問視されていた。

　未着工の諫早―長崎間のみを新幹線規格にしても時間の短縮にはつながらないといい、国交省は在来線規格で着工中の武雄温泉―諫早間も含めて新幹線規格への変更を検討している。規格の変更で、移動時間が短縮され、輸送客数の増加が見込めるという。

http://img192.imageshack.us/img192/9714/seb201112060059.jpg


This section of the line has been a topic of hot debate (in fact, the whole route of the Nagasaki Shinkansen has been one convoluted mess of competing interests). The initial plan was simply to build and operate a “super limited express” on this section—namely, building a new narrow-gauge (1,067 mm) line between Takeo Onsen and Isahaya, and from there, either continuing on new narrow-gauge tracks or reusing the existing Nagasaki Main Line to get into Nagasaki. Construction work has already begun on the Takeo Onsen – Isahaya section with the “super limited express” in mind.

Now, however, it appears that the MLIT wants to convert the Takeo Onsen – Nagasaki section to full Shinkansen standard (i.e., all-new standard gauge tracks), the biggest reason being that minimal time savings under the current “super limited express” plan are minimal. Converting only the section they haven’t started on (Isahaya – Nagasaki) to full Shinkansen standard still would not save enough time, so they now want to convert the section already under construction as well. The additional cost for converting the section already construction is minimal, as the tunnels already accept standard Shinkansen loading gauge.

The other half of the line between Hakata and Takeo Onsen will use the Kagoshima route of the Kyūshū Shinkansen to Shin-Tosu and from there, portions of the Nagasaki Main Line and Sasebo Line to get to Takeo Onsen, so it “should” remain unaffected by these plans. The Hizen Yamaguchi – Isahaya section of the Sasebo Line is the potential bottleneck here, though, as this is currently a single-track section and is currently planned to remain so with the Nagasaki Shinkansen. There is some conflicting interest here, as Saga Prefecture does not want to pay for double-tracking of the section (or for any other serious upgrade of the Shin-Tosu – Takeo Onsen section, for that matter), but Ōmachi Town wants the Sasebo Line elevated to eliminate the existing grade crossings through its jurisdiction.

MLIT outlines Hokuriku Shinkansen schedule after Kanazawa extension
http://www.tulip-tv.co.jp/news/detail/?TID_DT03=20120228122308


　３年後に開業する北陸新幹線について、国土交通省は、想定される運行本数や所要時間などを公表し、東京・富山間で１日あたり、片道２７本を運行する案を示しました。

　これは、国土交通省が２７日開いた交通政策審議会の部会で公表したものです。

　それによりますと、東京・富山間の運行本数は現在の東京・長野間と同じ、１日あたり片道２７本を想定しています。

　２７本のうち長野、富山などの主要駅のみにとまる新幹線は１４本、各駅にとまる新幹線は１３本です。

　東京・富山間の所要時間は、主要駅のみの停車でおよそ２時間２０分。各駅停車の場合は２時間５６分です。

　特急料金は４８１０円で、特急と上越新幹線を乗り継いだ場合より若干安くなっています。

　北陸新幹線、長野・金沢間の開業は２０１５年春の予定で、正式なダイヤと料金はＪＲが決定します。


There will be 27 trains in each direction daily between Tōkyō and Toyama, of which 14 will be expresses that only stop at major stations (Nagano, Toyama, etc.). The remaining 13 will be locals. The expresses will take approx. 2h20m between Tōkyō and Toyama, the locals 2h56m. The limited express fare surcharge will be ¥4,810, a substantial savings over the current route using limited expresses and the Jōetsu Shinkansen.

The ultimate schedule and fare structure will be decided by JR.

Nice e6!

Nagasaki Shinkansen will be 6 to 8 cars
http://www.47news.jp/CN/201202/CN2012020101001729.html



This puts the train length similar to the existing Kamome limited expresses and the Kagoshima route of the Kyūshū Shinkansen. Since this is planned to be operated with variable gauge trains, the production cost will be about 10% more than the standard Shinkansen car (¥300 million).

The MLIT proposal is to have the Nagasaki Shinkansen trains through-service all the way to Shin-Ōsaka using the San’yō Shinkansen, meaning that both the Kagoshima and Nagasaki routes would have direct service to Shin-Ōsaka. A total of 14 through-service roundtrips are envisioned. Of course, there is some caution from the JR side, which is a bit worried about the speed of the FGT (270 km/h), which could have a detrimental effect on the San’yō Shinkansen (300 km/h).
http://www.saga-s.co.jp/news/saga.0.2167102.article.html

does Nagasaki really need Shinkansen? I was just there two weeks ago and Kamome is fine, the speed, quality of ride, and service. Japan has too many unprofitable shinkansen routes.

Actually, I don't think there are any "unprofitable" Shinkansen routes...
Most major rail lines in Japan, Shinkansen or otherwise, pull operating profits, and will (eventually, if they haven't already) pay off all of the construction costs and debt. The ones that don't are mostly small lines in rural areas.

Cost-benefit ratio of 1.0 is generally used as the standard for determining whether to move forward with a new build, so the investment will still pay itself off in terms of time savings and increased economic activity. The Kamome is fine, but a Shinkansen would be faster, making it possible to do leisure or business trips over a wider area by train.

Actually, I don't think there are any "unprofitable" Shinkansen routes...
Most major rail lines in Japan, Shinkansen or otherwise, pull operating profits, and will (eventually, if they haven't already) pay off all of the construction costs and debt. The ones that don't are mostly small lines in rural areas.

Cost-benefit ratio of 1.0 is generally used as the standard for determining whether to move forward with a new build, so the investment will still pay itself off in terms of time savings and increased economic activity. The Kamome is fine, but a Shinkansen would be faster, making it possible to do leisure or business trips over a wider area by train.

Thanks for the reply Quash,

as for the Kamome vs Nagasaki Shinkansen, I don't see it being that significant a change in time, 5 min faster to Hakata, 20 min faster to Shin-Osaka based on this
http://www.pref.nagasaki.jp/shinkansen/outline/effect_2.html

in regards to the unprofitable shinkansen routes, this was aimed at the Joetsu and Tohoku ones. the ones that connect major cities like Tokaido will always be popular and profitable. this does not mean i'm against unprofitable routes since they can generate benefits in other ways like increased access to an area, but since Nagasaki already has a good and relatively fast train from Hakata, i just see it as redundant.

I think it’s important to keep tabs on what we’re comparing, as there are quite a few permutations… The current fastest Kamome is still 1h48m between Nagasaki and Hakata. A “super limited express” for the Takeo Onsen – Nagasaki Shinkansen would get us down to an average mark of 1h24m, while the “full Shinkansen” standard with variable-gauge trains for this section would knock it down another five minutes, as you said.

I agree that the current Kamome is adequately suited for its market, which is primarily traffic between Nagasaki and Hakata. If you're a frequent traveler between Nagasaki and Fukuoka, then a Shinkansen line may not be so relevant for you, as you're probably generally satisfied with the Kamome and don't want to be forced onto a more expensive Shinkansen.

However, the Kamome doesn’t do a good job of serving anything north of Hakata, as there is a time and convenience penalty for transferring to / from Shinkansen at Hakata (approx. 15 minutes according to your link). The “super limited express” option will still require a transfer, as trains will not be able to run directly onto the San’yō Shinkansen.

The 20-minute time savings for Shin-Ōsaka trips with the variable-gauge trains, for example, could make Kyōto trips that much more “attractive”. Given that Nagasaki’s airport isn’t all that convenient to the city center, the untapped potential to expand business and tourism traffic can be quite large:
http://www.pref.nagasaki.jp/shinkansen/outline/effect_4.html

Overall economic benefit vs. total costs jumps from 1.4 with the “super limited express” to 1.9 with the “full Shinkansen” variable-gauge train.

I suppose the other thing to keep in mind is that the Nagasaki Shinkansen is a bit of a proving ground for the variable-gauge train technology. If it's successful here, then we could see a lot of areas without direct Shinkansen service adopt the technology, like Shikoku, the western coast of Japan (Tottori, Shimane, etc.), Hokuriku area, and the remaining parts of Kyūshū (Ōita, Miyazaki). It’s a compromise solution that avoids the full costs of a standard Shinkansen line while leveraging existing narrow-gauge infrastructure to secure some of the benefits.

JR Central to upgrade N700 series with improved braking and train control system
http://jr-central.co.jp/news/release/_pdf/000014829.pdf


当社では、Ｎ７００系以降の技術開発成果を採用したＮ７００Ａ（「Ａ」はAdvanced の略）を平成２５年２月頃に営業投入する予定で、現在、製作を進めています。

このたび、東海道新幹線のさらなる安全安定輸送を実現するため、Ｎ７００系に対し、Ｎ７００Ａに採用する機能の一部を反映する改造を行います。

改造内容（別紙）

中央締結ブレーキディスクの搭載
一層の安全性向上のため、より強いブレーキ力を実現
定速走行装置の搭載
ＡＴＣ信号に沿った、より安定した運転を実現


改造計画
平成２５年度から平成２７年度にかけて、約３年間で全てのＮ７００系（合計８０編成）を対象に、全般検査時に浜松工場で改造します。

改造費用（概算）
約２３０億円


JR Central will spend approx. ¥23 billion to upgrade the N700 series units with new technology being implemented on the new N700A series, including modified brake discs and an improved train control system that better matches the ATC signaling. The upgrades will be implemented on all 80 N700 series between 2013 and 2015.

As noted previously, the N700A is rumored to be part of a proposed speed-up plan for the Tōkaidō Shinkansen… This latest news means that JR Central will be upgrading the N700s in its fleet to standardize their performance with the N700A, which may make it easier to implement such a speed upgrade.

Shin-Kurobe Station renders

Kurobe City recently published some conceptual renders of the the new Shin-Kurobe Station for the Hokuriku Shinkansen extension to Kanazawa.
Source: Kurobe City (http://www.city.kurobe.toyama.jp/event-topics/svTopiDtl.aspx?servno=4779)

Bird’s eye view of station area

http://img862.imageshack.us/img862/4861/shinkurobe1.jpg

From the Shinkansen platforms looking at the bus and taxi plaza

http://img705.imageshack.us/img705/2703/shinkurobe2a.jpg

http://img209.imageshack.us/img209/2691/shinkurobe2b.jpg

Walking around the transit plaza at the East Exit of the station

http://img545.imageshack.us/img545/695/shinkurobe3.jpg

Transferring from the Shinkansen station to the new station on the Toyama Chihō Railroad.

http://img18.imageshack.us/img18/5183/shinkurobe4a.jpg

http://img651.imageshack.us/img651/8370/shinkurobe4b.jpg

Parking facility west of the station.

http://img337.imageshack.us/img337/4094/shinkurobe5a.jpg

http://img269.imageshack.us/img269/4981/shinkurobe5b.jpg

Bus and taxi plaza

http://img24.imageshack.us/img24/3598/shinkurobe6.jpg

A few more renders from the Japan Railway Construction, Transport and Technology Agency (JRTT):
Source: JRTT (http://www.jrtt.go.jp/08-2Press/pdf/H24/Lpressh240426.pdf)

http://img521.imageshack.us/img521/6869/shinkurobea.jpg

Concourse level

http://img192.imageshack.us/img192/4408/shinkurobeb.jpg

Platform level

http://img339.imageshack.us/img339/6455/shinkurobec.jpg

Final approvals to break ground on three Shinkansen extensions could come as early as June
http://sankei.jp.msn.com/economy/news/120427/biz12042718570049-n1.htm


　ＪＲ北海道、西日本、九州の３社は２７日、取締役会を開き、整備新幹線３区間の新規着工に同意することを決めた。国土交通省はこれを受け、鉄道建設・運輸施設整備支援機構が申請する３区間の工事実施計画の確認作業などを進める。国交相が法令に基づき着工を認可するのは６月以降になる見通し。

　認可までには、新幹線開業後に並行在来線がＪＲから経営分離されることについて、沿線自治体の同意を得る手続きも必要。

３区間は北海道の新函館－札幌、北陸の金沢－敦賀、九州・長崎ルートの諫早－長崎で、事業費は総額約３兆円。開業は北海道が２０３５年度末、北陸が２５年度末、九州・長崎ルートは既に着工している武雄温泉－諫早と合わせて２１年度末を予定している


On 2012.04.27, JR Hokkaidō, JR West, and JR Kyūshū gave their buyoff to begin construction of three extensions of the Shinkansen network: the Shin-Hakodate – Sapporo section Hokkaidō Shinkansen, the Kanazawa – Tsuruga section of the Hokuriku Shinkansen, and the Isahaya – Nagasaki section of the Kyūshū Shinkansen’s Nagasaki route. The Ministry of Land, Infrastructure, Transport and Tourism (MLIT) is expected to give its approval to begin construction as early as June. The total cost for these three extensions is ¥3 trillion, with the sections opening in late FY2035, late FY2025, and late FY2021 respectively.

Nagasaki prepares for start of Shinkansen contruction
http://mainichi.jp/area/nagasaki/news/20120423ddlk42040357000c.html


　九州新幹線長崎ルートの諫早−長崎の国土交通相による着工認可は早ければ５月にも行われる見通しだ。今後、長崎駅周辺は劇的に変化する。区画整理事業などに伴い、駅は現在地より約１５０メートル西側に移動する。行政、経済関係者は認可を歓迎する一方、長崎駅前の商店街には不安も漏れる。開業は着工認可からおおむね１０年。それまでに、長崎の玄関をどう活性化させるか、議論を深めることが必要だ。【下原知広】

　長崎ルートは、博多−長崎の総延長約１４３キロを結ぶ。武雄温泉−長崎の約６６キロがフル規格の新幹線。新鳥栖−武雄温泉の約５１キロは在来線を活用するため、車輪の幅を変えられるフリーゲージトレインを導入する。開業すれば、博多−長崎は、現在の長崎線の特急「かもめ」より約３０分早い、１時間２０分で結ぶことになる。

県の担当者は「約４０年の県政の課題が解決する」。長崎商工会議所も「一刻も早く認可してほしい」とする。

　開業に向けた各種事業も進む。県は約４３１億円をかけ、長崎駅から同市松山町までの約２・５キロを高架化し、四つの踏切の撤去で周辺の交通混雑の解消を目指す。長崎市も約１６４億円で駅周辺の約１９・２ヘクタールに道路や多目的広場などを整備する土地区画整理事業（２３年度完成目標）を行う。

　長崎駅周辺も、様変わりする。近くの長崎魚市跡地には、県が１６年度完成を目標に県庁舎を移転する計画を進める。さらに、県や長崎市、長崎商工会議所、長崎大などで構成する「長崎サミット」が打ち出した長崎駅西側への国際コンベンション施設建設構想もある。

　これら変化に、長崎駅周辺の商店街の反応はさまざまだ。

　近くでホテルを営む男性（４７）は「新幹線が開業すれば日帰り客が増え、ますます長崎には滞在しなくなる」と新幹線効果に疑問を示す。さらに「大型複合商業施設には若者が集まるが、こちらはサラリーマンばかり。１００円ショップなどで動線を確保する必要がある」とこぼす。

　一方、飲食店を営む男性（４５）は「駅が西側に移動すると人の流れが変わってしまう危険性はある。でも新幹線が開通すれば多くの人が入ってくる」と期待を膨らます。

　駅前に自宅があるビル賃貸業の男性（７５）は「駅前の再整備事業で一時的に潤うだろう。少子高齢化が進み、この街を知らない人がテナントで入っている。商店街としてこの街をどうするかという意識づくりが必要だ」と指摘した。


Some details on the upgrades to the Nagasaki Main Line and Nagasaki Station as part of the Shinkansen extension. First, Nagasaki Prefecture, JR Kyūshū, and others are investing approx. ¥43.1 billion to elevate approx. 2.5 km of the Nagasaki Main Line from Nagasaki Station to the Matsuyamachō area, eliminating four grade crossings. Nagasaki Station will be relocated approx. 150 m to the west, with Nagasaki City investing approx. ¥16.4 billion for infrastructure investments (roads, multi-purpose plazas, etc.) on the 19.2 ha of land surrounding the station as part of a land readjustment project (completion scheduled in FY2023).

Layout of the station:

http://img837.imageshack.us/img837/5056/nagasaki.jpg
Source: Nagasaki Prefecture (http://www.pref.nagasaki.jp/gyousei/kensyu/machi/36.pdf)

By FY2016, the Nagasaki Prefectural Offices will be relocated to the blue box on the left (south side) of the station, the former site of the Nagasaki Fish Market. The Nagasaki Urban Administration Strategic Conference (Nagasaki Summit)—a public-private committee comprised of the Nagasaki Chamber of Commerce & Industry, Nagasaki University, Nagasaki City, and others—has also proposed an international convention center at the West Exit of the future station.

Information on the continuous grade-separation project (elevation) of the Nagasaki Main Line:
Source: Nagasaki Prefecture (http://www.doboku.pref.nagasaki.jp/~renritu/jigyou/gaiyou/110905/panfu.pdf)

The yard currently at the site will be substantially downsized and relocated to Haiki Station (junction of the Sasebo Line and Ōmura Line), replaced with some sidings to the north of the new Nagasaki Station. Not sure what will happen to the freight activities, though. The Shinkansen viaduct (at top) actually veers off, probably heading straight for the mountains to ensure a straighter alignment and bypass the existing built-up areas north of the city along the Urakami River. Once the Prefectural Offices, convention center, and the rest of the parcels are filled in, this will serve as a new urban center for Nagasaki and a fantastic addition its waterfront.

http://img834.imageshack.us/img834/4917/nagasaki2.jpg

The red line is the segment of the Nagasaki Main Line covered under the continuous grade-separation project. Nagasaki Station and Urakami Station will be elevated, the former of which will feature four platforms and eight tracks (one platform, two tracks for the Shinkansen). Construction will be carried out by building temporary tracks

http://img836.imageshack.us/img836/9148/nagasaki3e.jpg

off topic. Just now in my Facebook timeline appears some SSC post from Shinkansen Facebook page:

http://i50.tinypic.com/1zntvtd.png

Alot of movement on the Nagasaki shinkansen. If it turns out to be a full shinkansen, what will the speed be? I thought it will be about 40 minutes travel time (Takeo-Onsen to Nagasaki).

http://i45.tinypic.com/14mffhu.jpg

Economy, prestige at stake in Kyoto-Nara maglev battle

OSAKA — By the middle of the century, if all goes according to plan, a maglev shinkansen will be in operation between Tokyo and Osaka, reducing a 100-minute trip to just over an hour.

As with the current bullet train lines, stations will be built in cities along the way.

But where the train will stop between Nagoya and Osaka has become the subject of a growing struggle between the cities of Kyoto and Nara, both of which see a maglev station as a critical way to boost tourism revenue, not to mention a matter of prestige.

Officially, Nara has the upper hand. Plans to route the new maglev line through the city date as far back as 1973, when the government officially declared it would build a station "in the vicinity."

Last year, the transport ministry approved construction of the project, through northern Nara Prefecture and onto its terminus in Osaka, with stations to be built in the Nagoya and Nara areas along the way. The first section of the stretch between Tokyo and Nagoya is scheduled to open in 2027, with the full Tokyo-Osaka line to commence operations in 2045.

But earlier this year, municipal politicians and businesses in Kyoto began pushing the central government and Central Japan Railway Co. (JR Tokai) to change the route.

In February, Kyoto municipal and prefectural authorities presented the central government with a plan for the maglev line to stop at JR Kyoto Station.

In their proposal, the officials noted that the city drew a little more than 50 million tourists in 2008, including 940,000 foreign visitors, compared with the city of Nara's roughly 14 million tourists and 50,000 overseas guests. Kyoto also hosted 171 conventions on average between 2007 and 2009, as opposed to Nara's 24, they pointed out.

Kyoto officials added that an estimated 3.88 million passengers passed through JR Kyoto on business in 2005, compared with just 950,000 business travelers at JR Nara Station.

They further stressed that Kyoto has three main train lines to the Tokai region, including a shinkansen route, whereas Nara has just a single JR line that only serves the Kansai region. Both cities are served by the Kintetsu Line, but Kyoto also has a citywide subway system.

Kyoto's appeal to the central government was based on both practical and cultural considerations.

While Kyoto Mayor Daisaku Kadokawa told local media he was concerned Kyoto's national and international reputation as a repository of traditional culture could be undermined if the maglev were to bypass the city, the Kyoto Prefectural Government voiced more direct concerns.

The central government is aiming to attract 30 million tourists annually to Japan, and this includes promotions to attract foreign tourists, prefectural officials said in a statement. "In the midst of trying to become a major tourist destination, failing to route the maglev shinkansen through JR Kyoto would be a major blow to meeting this goal."

Two weeks later, however, JR Tokai stressed that plans for the route were proceeding on the original idea of running it through the vicinity of Nara, claiming it was impossible for the new line to pass close to both the cities of Nara and Kyoto.

That statement didn't deter Kyoto Gov. Keiji Yamada, who continued to press Kyoto's case.

"JR Tokai's comment is natural. But no recent survey has been done on the most appropriate route for the new maglev shinkansen. Nearly four decades have passed since the idea was first floated, and much has changed," Yamada said. "So to not go back and rethink the route is odd."

Although the transport ministry and JR Tokai are still refusing to budge, Kyoto may have the upper hand — at least in terms of local politics.

According to one central government estimate, running the maglev through Kyoto would cost more than building it somewhere in the vicinity of Nara. But the annual economic benefits of building it in Kyoto are estimated at around ¥69 billion, higher than projected revenues from a Nara-area station.

Yamada wants the matter to be taken up by the Union of Kansai Governments, a body of local governors and mayors covering seven prefectures and two major cities that aims to coordinate regional strategy.

The organization will likely discuss the issue, and Yamada could well garner its support for rerouting the station through Kyoto, as Nara Prefecture decided against joining the union.

Nara Gov. Shogo Arai, meanwhile, has said he wouldn't expect the Kansai union to listen to his opinion on the matter even if he approached the group.

But as a former high-ranking transport ministry official, Arai feels confident the plan to route the maglev through Nara is far enough along, and has the backing of enough bureaucrats in Tokyo, to withstand any challenge from Kyoto.

"The maglev shinkansen project is a national project, and it should remain so," Arai said in March.

THE JAPAN TIMES (http://www.japantimes.co.jp/text/nn20120503f1.html)

^^Na-ra-route, na-ra-route, na-ra-route!!:cheer::cheer::cheer:

And thanks for the article:)

Alot of movement on the Nagasaki shinkansen. If it turns out to be a full shinkansen, what will the speed be? I thought it will be about 40 minutes travel time (Takeo-Onsen to Nagasaki).

I don't follow the Shinkansen stuff very well, but the article says the following:

武雄温泉−長崎の約６６キロがフル規格の新幹線。


Too lazy to look up the travel time on that section, but in any event, this is 整備新幹線, so the initial speed will be 270 km/h.

As for the maglev, that graphic is a bit misleading... They could've at least put a "Nara Station" on there somewhere, as the way they've drawn it could be interpreted to mean that a Nara route would preclude any intermediate stations while a Kyōto route would guarantee a station at Kyōto Station. Granted, no specific location has been determined for a Shin-Nara Station, but so far we have Ikoma City and Yamato Kōriyama City lobbying for the maglev station.

Personally, I think it's only fair that Nara get it... Kyōto is just trying to bend things to get what they want. Of course, it probably won't be exactly what Nara wants either (i.e., a station near JR Nara Station or Kintetsu Nara Station), and it may not even be within Nara Prefecture at all.

I don't follow the Shinkansen stuff very well, but the article says the following:


Too lazy to look up the travel time on that section, but in any event, this is 整備新幹線, so the initial speed will be 270 km/h.

As for the maglev, that graphic is a bit misleading... They could've at least put a "Nara Station" on there somewhere, as the way they've drawn it could be interpreted to mean that a Nara route would preclude any intermediate stations while a Kyōto route would guarantee a station at Kyōto Station. Granted, no specific location has been determined for a Shin-Nara Station, but so far we have Ikoma City and Yamato Kōriyama City lobbying for the maglev station.

Personally, I think it's only fair that Nara get it... Kyōto is just trying to bend things to get what they want. Of course, it probably won't be exactly what Nara wants either (i.e., a station near JR Nara Station or Kintetsu Nara Station), and it may not even be within Nara Prefecture at all.

if we were to play wealth re-distribution, then Nara should get it. I think they are the only place in Japan that actually has a lower per capita income than Okinawa. Nara often gets neglected because of Kyoto's proximity.

http://raw-news.net/Members/Raw--News/videos/italy-train

I love Kyoto city very much, but for this case (with many points supported)...

I cheer Nara for getting the Maglev. XP

Kyoto is a wonderful city, but I love Nara's charm. I support Nara but only if the maglev actually goes to Nara city.

Shin-Kurobe Station simulations

Some rudimentary simulations of this new station on the Hokuriku Shinkansen extension. Compact and efficient. :)

They officially broke ground on this station yesterday (2012.05.13), which will be followed soon by Toyama Prefecture’s two other stations on the Shinkansen extension at Toyama Station and Shin-Takaoka Station. Platform length is 300 m (12 cars), another hint (together with the platform extensions at Nagano Station) that we are looking at longer trains as part of the extension. This particular station will cost approx. ¥2 billion, with work on the two-story steel structure taking place FY2012, followed by interior finishing in FY2013.

Video 1: Overview of Shin-Kurobe Station

EIeJ7BWG5w0

Video 2: Exiting from the Shinkansen platforms to the bus and taxi area

IDO1c4wQygg

Video 3: Touring around the transit plaza at the east exit of the new station

5wfo-3LHp_0

Video 4: Transferring from Shinkansen to the Toyama Chihō Railroad

Z1o2MdElqg8

Video 5: Moving from the west-side parking lot to the station

OXv8qlchyKc

Video 6: A look at the transit plaza / rotary, with sheltered waiting area

Wc7RtrF_MKg

Interior design of Hokuriku Shinkansen’s Kanazawa Station finalized
http://www.yomiuri.co.jp/e-japan/ishikawa/news/20120511-OYT8T01131.htm


　２０１４年度末の開業を予定している北陸新幹線金沢駅の内装デザインが１１日、決まった。金沢市の「駅舎デザイン等検討懇話会」（会長＝水野一郎・金沢工業大副学長）で、駅舎を施工する独立行政法人「鉄道・運輸機構」大阪支社が、石川の伝統工芸品を活用した案を提示し、了承された。

　鉄道・運輸機構が提示した案では、新幹線プラットホームの柱上部に金箔(きんぱく)をあしらったり、中２階コンコース待合室の内壁に、能登ヒバや九谷焼のレリーフを埋め込んだりするなど、石川の伝統工芸品や地元産材を多く活用。「石川らしさ、金沢らしさが感じられる駅舎」という市の要望を取り入れたデザインを示した。

　ただ、提示された案では、伝統工芸品は本物ではなく、模造品を使用するとしており、委員からは「本物を使うべき」という意見が出された。

　鉄道・運輸機構は「予算やほかの駅との公平性の観点から模造品とした。地元が提供してくれるならば、本物を使える」としており、今後、市は県や業界団体などとも協議し、伝統工芸品の提供を検討していく。

柱の上部に金箔ふうの塗装パネルをあしらったプラットホーム
http://img18.imageshack.us/img18/2271/201205116962451l.jpg

新幹線の改札口。ガラス製の柱には和紙を挟み込む
http://img40.imageshack.us/img40/5127/201205116962611l.jpg


An interior design scheme for the Hokuriku Shinkansen station at Kanazawa Station was finalized on 2012.05.11, making use of Ishikawa Prefecture’s traditional crafts, including “gold-leaf” decorative elements at the top of the columns supporting the station roof. The walls of the waiting room inside the second-floor concourse will feature wooden paneling (hiba cypress from the Noto region, nonetheless), with small display cases inside for local crafts such as Kutani porcelain (http://en.wikipedia.org/wiki/Kutani_ware), a style popular in southern Ishikawa Prefecture. Columns and walls will feature glass paneling displaying washi (Japanese paper) and gold leaf.

JR Central invites press to tour maglev extension work
http://sankei.jp.msn.com/life/news/120514/trd12051422340016-n1.htm


　ＪＲ東海は１４日、山梨県都留市を基点とした「山梨リニア実験線」の延伸区間（２４・４キロ）の工事現場を報道陣に公開した。

　実験線は平成９年に先行区間として１８・４キロが開通しており、延伸区間が完成すれば実験線は計４２・８キロになる。完成後はリニアの車両を現行の４両から１２両編成に組み替え、時速５００キロでの走行試験を計画している。

　ＪＲ側がこの日公開したのは「大ノ入工区」（同県上野原市）のうち、秋山トンネル～大ノ入川橋梁～第１大ノ入トンネルの２８０メートル。延伸部分にある１０カ所のトンネルは３月末にすべてが貫通した。

　秋山トンネルでは壁面のコンクリート工事が完了して、実験線の軌道となるトンネル内の路盤も完成。来年春に設備機能試験が予定されている。


On 2012.05.14, JR Central invited press officials on a tour of the 24.4 km extension of the maglev test track in Uenohara City, Yamanashi Prefecture. The section opened for vieweing was a 280 m segment including portions of the 3.8 km Akiyama Tunnel, the Ōnoiri River Bridge, the Tanazawa Viaduct, and the No. 1 Ōnoiri Tunnel. Tunneling work on all 10 tunnels on the extension was completed at the end of March this year. The concrete walls and trackbed inside Akiyama have already been completed.

ANN news report (2012.05.14):

rkU6czjtUOQ

Kanagawa Shimbun video report:

P7FHOQpi6Xk

Nice videos :)

Nice videos!!
The bit that I find a bit intriguing are the covered sections, what's the purpose for those??
Rain cover, noise, pressure, what??

I think they're tunnel hoods (for the tunnel "boom"), although they appear to be far larger than any I've seen:
http://www.jreast.co.jp/e/development/theme/market/market02.html

I was riding an express on the minobu line the other week.
What a terrible line that is. Even in Kofu and Fuji city it remains single track. It could make for quite a good commuter line in Kofu. Has anything ever been written on it and why it remains so primitive and underused?

On the maglev- you can see it from Kofu now, at the castle gate the other week the guy working there pointed it out to me. Just hope when they do get it up and running they have some good integration with existing transport. My preferred option would be a monorail that also helps tie together the urban area a lot more. But even putting the station further west than planned and on the minobu line would be good. For it to only be accessible by roads....ugh.
Nara vs. Kyoto: Nara all the way. As Kyoto say they already have a lot of links, including the shinkansen. And its what? 30 minutes between Kyoto and Osaka?
What do Mie and Shiga say about all this? Are they moaning for a station considering on the Tokyo-Nagoya stretch every prefecture is getting one?

The northern shinkansen- I was in Toyama/Ishikawa/Fukui during Golden Week. I'm surprised to read so much remains undone on the project, there's a lot of stuff already been done up there.
Its strange but the shinkansen tracks going south from Kanazawa, following the existing lines, already look like decayed 1960s concrete slabs. Ugly ugly stuff.
Wonder what it'll mean for transport in the area though. As things stand it is rather terrible, only one local train an hour with the majority of trains being expresses. Particularly weird is even in the big cities they have guys collecting and checking tickets, no gates- any idea why this is?

^^
Tyr, the regions you traveled through are rural areas, not urban agglomerations. Passenger traffic doesn't warrant double tracking, automation, and the like. Most people in these areas rely on the private automobiles to get around. What commuter traffic exists is typically made up of high school students.

Its strange but the shinkansen tracks going south from Kanazawa, following the existing lines, already look like decayed 1960s concrete slabs. Ugly ugly stuff.

That ugly stuff, called "rahmen rigid frame viaduct" is known for its strength against earthquakes, and it's low cost to boot. Good things to have when you want to run a profitable high speed service through earthquake country.

Tyr, the regions you traveled through are rural areas, not urban agglomerations. Passenger traffic doesn't warrant double tracking, automation, and the like. Most people in these areas rely on the private automobiles to get around. What commuter traffic exists is typically made up of high school students.

I'm not sure which area you're talking of but to both:
The Minobu line for much of its route is in a rural area but a significant amount of it is a commuter line within urban Kofu. A regular service on there could really help transport in the city a lot. Most people rely on cars because public transport in the city is so bad; and this over-reliance on cars is a big problem for many reasons.

I was in the big cities in the Hokuriku area yet even they didn't have ticket gates. In Yamanashi most stations have gates, even those in small towns. To not have gates in a big city like Kanazawa even...just bizzare.

Not sure why they aren't proposing the maglev station right at the intersection with the Minobu Line, but in any event, there is a proposal to build a spur off the Minobu Line to serve the maglev station. Personally, I think this is the most reasonable solution... A monorail might be an overkill solution, especially since there's no good existing alignment to get into Kōfu Station.

As for Kōfu, I don't think we should be expecting too much of it or the Minobu Line... The metropolitan area is only 650,000 people, and they're all spread out. While improvements to the Minobu Line may boost rail usage, I doubt you'd get anywhere near the level of benefits necessary to justify the investment. Best way to increase transit use is probably to improve the bus service, as buses will serve a dispersed population much better.

As for faregates, technically some stations in Toyama have them, at least on the local private railway (Toyama Chihō Railroad).

A bit gruesome...

300 series

rM87GLuhP9k

E1 series

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Why tearing it down? They could still profit from it by selling it, or disassemble and recycle the material and use it for other purposes.

Not sure why they aren't proposing the maglev station right at the intersection with the Minobu Line, but in any event, there is a proposal to build a spur off the Minobu Line to serve the maglev station. Personally, I think this is the most reasonable solution... A monorail might be an overkill solution, especially since there's no good existing alignment to get into Kōfu Station.

As for Kōfu, I don't think we should be expecting too much of it or the Minobu Line... The metropolitan area is only 650,000 people, and they're all spread out. While improvements to the Minobu Line may boost rail usage, I doubt you'd get anywhere near the level of benefits necessary to justify the investment. Best way to increase transit use is probably to improve the bus service, as buses will serve a dispersed population much better.

As for faregates, technically some stations in Toyama have them, at least on the local private railway (Toyama Chihō Railroad).

Where'd you hear about this Minobu line spur? I've seen nought about that. Interesting if so- I'd assume this would go with finally doubling the thing.

My only guess for why they're not building the station on the line is this would mean the station would technically be in one of the small leach towns to the south and west of Kofu rather than in Kofu itself, I guess the local government really wants it actually within their borders for some reason.

Getting a monorail into Kofu Station wouldn't be much trouble IMO, it would already be raised so by coming in around the left side of the station it could then be second floor platforms above the existing train ones. Or it could even stop south of the station and have its Kofu Station platforms above the bus station.
It is a bit overkill yeah but I'd hope such a thing could be build as part of a greater plan to develop the area when with the maglev it will be capable of acting as a suburb of Tokyo.
Public transport in the area really is terrible and the roads are highly congested. Something needs to be done even for this- and a metro is absolutely total overkill, a tram would get just as stuck in traffic as busses do and there isn't much room for new rails to serve much of the town.

650,000 (That many? I thought it was quite a bit less than that) is enough to make it worthwhile in my book, by Japanese standards that may not be so big but compared to western countries it certainly is...and thats even without future development due to the maglev.

Heiwa-dōri is reasonably wide, at least to Bijutsukan-dōri... South of that, though, they'd have to do some creative things with a monorail because the roads are simply not wide enough—in other words, going underground or doing some combination of land acquisition and road widening. The Minobu Line is an existing alignment, so it has none of those problems... It may be single-track, but the impact of that can be somewhat mitigated with new passing tracks south of Zenkōji and some creative operating schemes (coupling / decoupling) at the junction with the new spur to the maglev station.

Anyways, I can't find the article about the Minobu Line spur... It's floating somewhere on the Web.

One idea I've read was after Heiwa Dori and the city centre to have the monorail follow the course of the river; its a pretty wide and shallow (usually...) river with a lot of unused land on its banks- this land is mostly unused of course because its where the river floods when the heavy rains come. The idea claimed though that if the monorail is kept raised then it would be a bridge above even the flood waters.

None of this would ever affect me of course, all far future stuff and I don't plan on living in the mountains too long, but it really has me interested nonetheless.

Nice videos!!
The bit that I find a bit intriguing are the covered sections, what's the purpose for those??
Rain cover, noise, pressure, what??
Hi, the video caption says that the hood is to protect against wind, snow etc.

Hakone Tozan Railway reveals conceptual design for new train

The Hakone Tozan Railway, a major tourist-oriented mountain railway in the Hakone area just west of Tōkyō, has recently revealed the conceptual design for a new 3000 series train. These will be the first new trains on the railway since the additional 2000 series trains that arrived in 1997.

Some pictures:
Source: http://rail.hobidas.com/blog/natori/ (http://rail.hobidas.com/blog/natori/archives/2012/05/23.html)

The new trains are designed with a higher capacity to better handle the large heavy crowds during the tourist season, and are barrier-free, with designated wheelchair spaces. The 3000 series is primarily intended to be coupled with the two-car 2000 series St. Moritz trains, and will be the railway’s first new double-ended units since the 1000 series Bernina units, allowing for all trains during the tourist season to be operated in three-car formations.

http://img845.imageshack.us/img845/845/120523n004.jpg

Being one of Japan’s many mountain railways and a member of the 全国登山鉄道‰会 (Japanese Mountain Railway Permil Association), the new trains are designed to allow passengers to enjoy the mountain scenery of Hakone, a fairly large resort area. The new trains have been designed by Noriake Okabe Architecture Network, which has also designed the popular Romancecar 50000 series VSE and 60000 series MSE units for Odakyū Electric Railway, the parent company of the Hakone Tozan Railway.

http://img850.imageshack.us/img850/9380/120523n002.jpg

http://img705.imageshack.us/img705/7056/120523n003.jpg

Seating will be transverse and concentrated in the center of the cars, with wheelchair and observation space at the ends. Signage will be in the now-standard four languages. The two new cars will be completed in October 2013 at a total cost of ¥800 million, entering revenue service in April 2014.

http://img841.imageshack.us/img841/9613/120523n001.jpg

JR Kyūshū releases details on new luxury sleeper train

In an era when sleeper trains are going the way of the dinosaurs, we have some comforting news from JR Kyūshū regarding their planned new luxury sleeper service that will travel the full circumference of Kyūshū on a three-night, four-day itinerary. The train has been named 七つの星 in 九州 (Seven Stars in Kyūshū), representing the seven prefectures of the island (Saga, Nagasaki, Kumamoto, Fukuoka, Kagoshima, Miyazaki, and Ōita), Kyūshū’s seven tourist draws (nature, food, onsen hot springs, culture / history, spiritual power, humanity, and trains), and the seven passenger cars forming the train. This is another design effort by Mitooka Eiji of Don Design Associates, building on his already extensive portfolio for JR Kyūshū.

The special website is here:
Japanese: http://www.jrkyushu.co.jp/cruisetrain/
English: http://www.jrkyushu.co.jp/english/cruisetrain/

Since they’ve gone through all the effort of making an English page, they’re obviously also targeting foreign tourists for this service.

Some pictures:
Source: http://rail.hobidas.com/blog/natori/ (http://rail.hobidas.com/blog/natori/archives/2012/05/25_2.html)

As is standard for Mitooka designs, the train gets its own unique logo.

http://img823.imageshack.us/img823/6808/120530logo.jpg

Formations will consist of seven passenger cars pulled by a refurbished DF200 diesel locomotive.

http://img535.imageshack.us/img535/5205/120530ngaikan1.jpg

The end of the train will have an open design, affording better views than even the Cassiopeia, a current luxury sleeper service between Tōkyō and Hokkaidō.

http://img204.imageshack.us/img204/279/120530ngaikan2.jpg

Car 1: Lounge car
Car 2: Dining car
Cars 3-7: Suites (3 per car)
Car 8: Deluxe “DX” suites

Based on this, there will be 12 regular suites and two deluxe suites, for a total capacity of 14 couples (28 passengers).

http://img100.imageshack.us/img100/8262/120530nheimen.jpg

Lounge car
There will be ample use of wood and fabrics, bringing together Japanese and Western, modern and traditional together. The lounge car will feature a bar counter and piano for live performances.

http://img845.imageshack.us/img845/6841/120530n1lounge.jpg

http://img407.imageshack.us/img407/8141/120530nlounge.jpg

http://img820.imageshack.us/img820/2550/120530n1lounge3.jpg

http://img209.imageshack.us/img209/2999/120530n1lounge2.jpg

Deluxe suites

http://img703.imageshack.us/img703/6939/120530ndxsweet1.jpg

http://img528.imageshack.us/img528/3672/120530nsweet2.jpg

http://img39.imageshack.us/img39/1812/120530nsweet.jpg

Start of service is scheduled for October 2013. For the full three-night, four-day itinerary, a regular suite will be ¥380,000, the regular deluxe suite ¥500,000, and the deluxe suite at the very rear of the train will be ¥550,000. For a one-night, two-day itinerary, the cost will be ¥150,000, ¥200,000, and ¥220,000, respectively. The train will run once a week.

Why tearing it down? They could still profit from it by selling it, or disassemble and recycle the material and use it for other purposes.

That is what they are doing.

２００系 30th anniversary

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Special JR East anniversary CM. BGM is a new single by Kamiji Yūsuke, 空飛ぶ電車.
Love the transition at the end from old to new... :)

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Shinkansen to get 3 new sections
The government approved construction of three new sections of track on Friday as part of a plan to extend Shinkansen services.

Transport minister Yuichiro Hata approved the construction after he and his deputies concluded that all prerequisites for the projects have been fulfilled.

Construction costs are expected to be about 3.04 trillion yen.

"The Shinkansen is key for a sustainable and vibrant nation," the minister said.

The extensions will link Sapporo with Shinhakodate on the northern Hokkaido Line, Kanazawa with Tsuruga on the northwestern Hokuriku Line, and Isahaya with Nagasaki on the southern Kyushu Line.

1 trillion yen of the cost will be covered by fees charged to Japan Railway group companies for the use of tracks and other facilities on existing Shinkansen lines. The rest will be financed by the central and municipal governments.

The new routes will open in fiscal 2022 on the Kyushu Line, fiscal 2025 on the Hokuriku Line and fiscal 2035 on the Hokkaido Line.

Construction of lines usually takes about 10 years. However, the government drew up the plans with the aim of reducing annual costs.

Once the new routes are open, it will take five hours and one minute between Tokyo and Sapporo, three hours and eight minutes between Tokyo and Tsuruga, and one hour and 20 minutes between Hakata and Nagasaki.

Trains capable of running on different rail gauges will be introduced on the Hokuriku and Kyushu lines.

http://www.yomiuri.co.jp/dy/national/T120629006237.htm

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So there is now (technically) 775.6 km of shinkansen track U/C. 800 km if you count the elongation of the chuo maglev test track.

Some details on the extensions from the MLIT press release (http://www.mlit.go.jp/report/press/tetsudo09_hh_000032.html).
The Sapporo extension is particularly interesting as it’s the longest of the three extensions, and over 75% will be in tunnels, with a 3.5% maximum grade.

Hokkaidō Shinkansen (Shin-Hakodate – Sapporo)

http://img99.imageshack.us/img99/4049/shinkansenhokkaidou.jpg

New stations
Shin-Hakodate (provisional name): Existing zairaisen station / Hokuto City, Hokkaidō
Shin-Yakumo (provisional name): New station / Yakumo Town, Futami District, Hokkaidō
Oshamanbe: Existing zairaisen station / Oshamanbe Town, Yamakoshi District, Hokkaidō
Kutchan: Existing zairaisen station / Kutchan Town, Abuta District, Hokkaidō
Shin-Otaru (provisional name): New station / Otaru City, Hokkaidō
Sapporo: Existing zairaisen station / Sapporo City, Hokkaidō

Length
Approx. 211.5 km

Track construction
Earth / embankment: Approx. 15.3 km (Approx. 7%)
Bridge: Approx. 5.6 km (Approx. 3%)
Viaduct: Approx. 30.6 km (Approx. 14%)
Tunnel: Approx. 160.2 km (Approx. 76%)

Main tunnels:
Oshima Tunnel (Approx. 26.5 km)
Shiribeshi Tunnel (Approx. 18.0 km)
Teine Tunnel (Approx. 18.8 km)

Main bridges:
Yūrappu River Bridge (245 m)
Shiribetsu River Bridge (340 m)
Minami-Kutosan River Bridge (210 m)

Track standard
Minimum curve radius: 4,000 m
Maximum gradient: 3.5%

Construction cost
Approx. ¥1,238.6 billion

Hokuriku Shinkansen (Kanazawa – Tsuruga)

New stations
Kanazawa: Existing zairaisen station / Kanazawa City, Ishikawa
Komatsu: Existing zairaisen station / Komatsu City, Ishikawa
Kaga Onsen: Existing zairaisen station / Kaga City, Ishikawa
Awara Onsen: Existing zairaisen station / Awara City, Fukui
Fukui: Existing zairaisen station / Fukui City, Fukui
Nan’etsu (provisional name): New station / Echizen City, Fukui
Tsuruga: Existing zairaisen station / Tsuruga City, Fukui

Length
Approx. 125.2 km

Track construction
Earth / embankment: Approx. 3.2 km (Approx. 3%)
Bridge: Approx. 16.8 km (Approx. 15%)
Viaduct: Approx. 57.9 km (Approx. 50%)
Tunnel: Approx. 36.5 km (Approx. 32%)

Main tunnels:
Kakibara Tunnel (Approx. 2.5 km)
Fukui No. 2 Tunnel (Approx. 3.4 km)
Shin-Hokuriku Tunnel (Approx. 20.0 km)

Main bridges:
Tedori River Bridge (555 m)
Takeda River No. 2 Bridge (423 m)
Kuzuryū River Bridge (410 m)

Track standard
Minimum curve radius: 4,000 m
Maximum gradient: 2.6%

Construction cost
Approx. ¥896.8 billion

http://img267.imageshack.us/img267/7389/shinkansenhokuriku.jpg

Kyūshū Shinkansen (Takeo Onsen – Nagasaki)

New stations
Takeo Onsen: Existing zairaisen station / Takeo City, Saga
Ureshino Onsen (provisional name): New station / Ureshino City, Saga
Shin-Ōmura (provisional name): New station / Ōmura City, Nagasaki
Isahaya: Existing zairaisen station / Isahaya City, Nagasaki
Nagasaki: Existing zairaisen station / Nagasaki City, Nagasaki

Length
Approx. 66.0 km

Track construction
Earth / embankment: Approx. 5.7 km (Approx. 9%)
Bridge: Approx. 5.8 km (Approx. 9%)
Viaduct: Approx. 14.8 km (Approx. 22%)
Tunnel: Approx. 40.7 km (Approx. 61%)

Main tunnels:
Tawarazaka Tunnel (Approx. 5.5 km)
Kuyama Tunnel (Approx. 5.0 km)
Shin-Nagasaki Tunnel (Approx. 7.5 km)

Main bridges:
Hakamano Overpass (210 m)
Chiwata River Bridge (360 m)
Honmyō River No. 2 Bridge (209 m)

Track standard
Minimum curve radius: 4,000 m
Maximum gradient: 3.0%

Construction cost
Approx. ¥370.6 billion

http://img96.imageshack.us/img96/9859/shinkansenkyusyu.jpg

So will the Hokkaido shinkansen operate at 360 km/h or is that just a rumor?

Yamagata Shinkansen marks 20th anniversary
YAMAGATA (Jiji Press)--The Yamagata Shinkansen train line linking Tokyo and Yamagata marked its 20th anniversary Sunday.

Since East Japan Railway Co. started operating the line in 1992, about 62 million people have traveled on it.

A ceremony was held on a platform at Yamagata Station from about 7 a.m., attended by Yamagata Gov. Mieko Yoshimura and other local officials.

A specially designed Tokyo-bound "Tsubasa" Shinkansen train was operated for the occasion. Railway fans flocked to the station to take photos of the special train.

http://www.yomiuri.co.jp/dy/national/T120702005046.htm

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So will the Hokkaido shinkansen operate at 360 km/h or is that just a rumor?

That appears to be the "plan"(予定), for what it's worth. The E5 trainset has a maximum speed of 360km/h (or 360km/h "balancing speed" where acceleration equals zero), and that's on a .3 of a percent rising grade or 3 per mil (rather than the standard level measurement). But even more impressive to me is the E5 can take a 4000m radius curve at its current maximum service speed of 320km/h. Of course, who knows twenty years from now, there may be an E8 or E9 type by then, and the E5 may be facing retirement, like the 200 series now or 300 series recently.

Pretty mad how long the new shinkansen are expected to take to get operational. They never took that long back in the day... Increased safety concerns these days or down to there being more trouble aquiring land or what?

Pretty mad how long the new shinkansen are expected to take to get operational. They never took that long back in the day... Increased safety concerns these days or down to there being more trouble aquiring land or what?

Safety is always a concern. Anzen daiichi, right?

Land acquisition makes sense. Different terrains and population densities I know, but I believe the Shigino-Suita portion of the Osaka Higashi Line is held up due to land problems.

That appears to be the "plan"(予定), for what it's worth. The E5 trainset has a maximum speed of 360km/h (or 360km/h "balancing speed" where acceleration equals zero), and that's on a .3 of a percent rising grade or 3 per mil (rather than the standard level measurement). But even more impressive to me is the E5 can take a 4000m radius curve at its current maximum service speed of 320km/h. Of course, who knows twenty years from now, there may be an E8 or E9 type by then, and the E5 may be facing retirement, like the 200 series now or 300 series recently.

That's great. Do you know if the speed for the first leg to shin-Hakodate will also be that speed?

That means you will have to change trains only once, traveling from Tokyo to Sapporo? At Shin-Hakodate?

Do you know if the speed for the first leg to shin-Hakodate will also be that speed?

If you mean the Seikan Tunnel section, that depends on the other traffic using the tunnel, namely the "train on train" freights planned by JR Hokkaido and JR Freight. They have to generate a working timetable that will satisfy the requirements/performance limitations of both types of services.

That means you will have to change trains only once, traveling from Tokyo to Sapporo? At Shin-Hakodate?

Yes, presumably passengers will board a tilt-diesel ltd. express (at this moment the fastest on average point to point 1067mm gauge ltd. express service in Japan) at Shin-Hakodate for the final leg of the journey to Sapporo.

Hokuriku Shinkansen rail walk

On 2012.07.07, members of the public were invited to tour portions of the under-construction Hokuriku Shinkansen viaduct near Shin-Takaoka Station. Some photos:
Source: http://kiha85hida.exblog.jp/ (http://kiha85hida.exblog.jp/15720405/)

http://img856.imageshack.us/img856/9766/a024596410482141.jpg

http://img228.imageshack.us/img228/4489/a024596410483581.jpg

Up the scaffolding to reach the top…

http://img593.imageshack.us/img593/7885/a024596410484880.jpg

Future Shin-Takaoka Station, a two-track station with side platforms. The rails will be laid about a half-year before the service opens to give them enough time to test everything. All viaduct sections in Takaoka City are supposed to be finished before the end of the fiscal year.

http://img232.imageshack.us/img232/6456/a02459641049548.jpg

Track on the left is inbound to Tōkyō, track on the right is outbound to Kanazawa.

http://img521.imageshack.us/img521/7749/a024596410491961.jpg

A bit suprising to see how tall the tracks actually are above the base of the structure.
And no, the picture wasn’t taken at a slant… As Shin-Takaoka Station is only a minor station, there will be trains passing through the station without stopping, hence the cant.

http://img803.imageshack.us/img803/7192/a024596410493921.jpg

Looking east towards the Shō River.
The soundwalls are fairly high here. Apparently, some of the panels will be acrylic glass to make it easier for passengers to enjoy the view.

http://img839.imageshack.us/img839/6149/a024596410501677.jpg

Climbing onto the future platforms…

http://img7.imageshack.us/img7/3567/a024596410503916.jpg

As is typical nowadays, the station will have waist-high platform doors, with plenty of clearance between the doors and the platform edge.

http://img443.imageshack.us/img443/551/a024596410505538.jpg

JR Freight announces development of two new locomotives

Official press release is here:
http://www.jrfreight.co.jp/common/pdf/news/201207-03.pdf

EF210-301
This will be the successor to the EF67 types used to push trains up the steep grades on the Seno – Hachihonmatsu section of the San’yō Main Line in the Hiroshima area. The EF67s are over 40 years old now, and this new locomotive is based on the EF210 types, with a new type of coupler featuring a silicon buffer. Completion is expected on 2012.09.03.

http://img404.imageshack.us/img404/2249/120712nef210.jpg

EH800-901
This will be a dual-voltage unit capable of running under 20 kV and 25 kV DC and featuring Shinkansen DS-ATC (digital ATC) signaling. Completion is expected in autumn 2012. This new locomotive is designed exclusively for dual use of the Seikan Tunnel by both Shinkansen and zairaisen trains, which is coming in only a few years when the Shinkansen extension to Shin-Hakodate opens in 2015.

http://img69.imageshack.us/img69/6694/120712neh800.jpg

Hokuriku Shinkansen construction at Kanazawa Station

Some belated pics from 2012.05 of the ongoing work at Kanazawa Station:
Source: http://saitoshika.blog119.fc2.com/ (http://saitoshika.blog119.fc2.com/blog-entry-1506.html)

http://img864.imageshack.us/img864/8586/img6892f.jpg

Can see the platforms taking shape already behind the existing station building, with its distinctive “Hospitality Dome”. Kanazawa will serve as the terminus for the line for several years until the extension to Tsuruga opens, and will feature four tracks.

http://img707.imageshack.us/img707/6264/img6894c.jpg

From the west side

http://img256.imageshack.us/img256/7187/img6917d.jpg

The east approach into the station, where track laying is already underway.

http://img820.imageshack.us/img820/9741/img6909s.jpg

Moving to Higashi-Kanazawa Station a little bit northeast, we can see the high viaduct approach into the center of the city. Historically, Kanazawa and Ishikawa Prefecture have had closer ties to Ōsaka and the Kansai region, but the Shinkansen extension will make Kanazawa significantly more accessible from Tōkyō and the Kantō region.

http://img18.imageshack.us/img18/7738/img6270g.jpg

http://img535.imageshack.us/img535/9296/img6266a.jpg

Thanks for the updates :cheers:

JR East announces Shinkansen timetable revisions for September

Official press release:
http://www.jreast.co.jp/press/2012/20120708.pdf

As part of continued speed upgrades to the Tōhoku Shinkansen, JR East recently announced the following upcoming changes to its Shinkansen network taking effect this September.

Yamagata Shinkansen speed upgrades
All Yamagata Shinkansen Tsubasa services will be increased to 275 km/h. Nine roundtrips were already upgraded with the March 2012 timetable changes, but the remaining 7 roundtrips will be upgraded with the replacement of E4 (bilevel 8-car formations) units with E2 (single-level 10-car formations) on the current Max Yamabiko services. This will speed up the Tsubasa services by another three minutes between Tōkyō and Yamagata to 2h26m.

With these changes, the 18-year old E1 series (first entered service 1994.07.15) will be completely retired, and the E4 series will end regular revenue service on the Tōhoku Shinkansen north of Ōmiya.

More E5 series
Another 5 sets will enter service, bringing the total to 16 sets. Another 4 Hayate roundtrips will be operated with E5 sets: 3 more Tōkyō – Shin-Aomori roundtrips (bringing the total to 11) and 1 more Tōkyō – Morioka roundtrip (bringing the total to 2).

Capacity upgrades to the Jōetsu Shinkansen
With the complete retirement of the E1 series (bilevel 12-car formations), these units will be replaced by some of the E4 series being shifted off the Tōhoku Shinkansen, operating in tandem 8+8 formations. Capacity on these particular runs will be increased by 405 seats to 1,634 pax.

A look at some of the rolling stock variety on the Tōhoku Shinkansen, which is gradually disappearing as JR East works to speed up the line by consolidating to a two-train fleet of E5s and E6s.

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And an unofficial PV based on the 30th anniversary CM:

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N700A cars being delivered to JR Central by trailer truck:

Car 16 passing the Morishita intersection (2012.07.05):

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The other end car, car 1 (2012.07.12) near JR Central's Hamamatsu Plant:

MN18gLUaIa0

Isn't the N700A supposed to increase the Tokaido speed? Or is that still just a rumor.

Shinkansen trains on the road! Amazing sight.

Isn't the N700A supposed to increase the Tokaido speed? Or is that still just a rumor.

Just a rumor... I suppose the idea is that the higher-performance N700As will be better able to take advantage of the straight sections near Maibara, or perhaps that a greater proportion of N700s in the fleet will allow them to do more creative things with the schedule.

As we speak, there doesn't appear to be much in terms of infrastructure that is preventing them from going to 330 km/h immediately on that section.

Shin-Ōsaka Station concourse renovation update

A few recent pics (2012.06) of the ongoing renovation of the concourse at JR Shin-Ōsaka Station, being executed in tandem with the addition of the new Shinkansen platform at the station:
Source: http://saitoshika.blog119.fc2.com/ (http://saitoshika.blog119.fc2.com/blog-entry-1535.html)

TVMs for Shinkansen (left) and JR West zairaisen (right). Love the black here. :)

http://img267.imageshack.us/img267/8484/img7367s.jpg

East Exit for the zairaisen concourse

http://img204.imageshack.us/img204/8944/img7369a.jpg

South Exit for the Shinkansen (the former Central Exit). They went crazy with the security cameras… :lol:

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Previously, the South Exit was strictly for exiting passengers only, but they’ve now converted it to dual use. Departure boards are six-row full-color LCDs (three screens total), with separate boards for outbound San’yō Shinkansen (left), inbound Tōkaidō Shinkansen Nozomi (center), and inbound Tōkaidō Shinkansen Hikari and Kodama (right).

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The public concourse area near the Central Exit. Looks vastly different from what I remember late last year.

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The relocated Sennari-Byōtan, the battle standard of Toyotomi Hideyoshi. This is a popular meeting spot.

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They’ve also got a display of a bunraku puppet.

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Newly-opened staffed Shinkansen ticket counters.

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They are gradually opening the renovated sections a bit at a time, and they’ve still got some areas left to finish. This will be the connection with the new Hankyū office building going in on the north side of the station.

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