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Old April 23rd, 2012, 10:48 PM   #281
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JR Central to upgrade N700 series with improved braking and train control system
http://jr-central.co.jp/news/release/_pdf/000014829.pdf

Quote:
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)
  1. 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
  2. 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.
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Old April 29th, 2012, 06:50 AM   #282
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Thai PM tests out Kyūshū Shinkansen
http://mainichi.jp/english/english/n...bu043000c.html

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TOKYO (Kyodo) -- Thai Prime Minister Yingluck Shinawatra on Sunday flew from Tokyo to Kyushu Island to learn about the operations of Shinkansen bullet trains before wrapping up her four-day visit to Japan.

Yingluck attended a lecture on high-speed trains at Hakata Station in Fukuoka and then rode roundtrip on two types of bullet train operated by Kyushu Railway Co., known as JR Kyushu -- the N700 Series Shinkansen and the New 800 Series Shinkansen -- between Hakata and Kumamoto stations.

She was accompanied by JR Kyushu Chairman Susumu Ishihara, who later told reporters that Yingluck posed many technical questions to him and also showed interest in train design.

Thailand has enlisted Japan to conduct a preliminary feasibility study on high-speed rail links on the Bangkok-Chiang Mai and Bangkok-Rayong routes in the country.

At Kumamoto Station, Yingluck was welcomed by Kumamoto Gov. Ikuo Kabashima.

She inspected a "One Town, One Product" project, part of an initiative to revitalize rural areas and help small businesses through development of local specialized products. The movement originated in Kyushu and has been emulated in Thailand among other countries.

Yingluck visited Japan to attend the Mekong-Japan Summit that was held in Tokyo on Saturday.
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Old April 29th, 2012, 06:51 AM   #283
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Japanese consortium wins feasibility study for Chennai – Ernakulam / Kochi HSR
http://www.nikkei.com/news/category/...3E2E2E2;at=ALL

Quote:
 インドの高速鉄道整備計画を巡り、日本の鉄道会社7社が出資する日本コンサルタンツなどの日本連合が、同国南部の大都市チェンナイ、バンガロールを通る路線の事前調査を落札した。インド政府と27日、正式契約した。事前調査は実際の鉄道車両や運行システムを決める参考になる。日本の新幹線技術の輸出に弾みがつきそうだ。

 日本連合が落札したのは、チェンナイ(人口430万人)とエルナクラム・コチ(同60万人)間約800キロメートルを結ぶ路線。途中にIT(情報技術)産業の中心都市であるバンガロール(同430万人)がある。チェンナイには日産自動車、バンガロールにはトヨタ自動車の生産拠点がそれぞれある。

 日本勢の落札は同国南部のハイデラバード~チェンナイ間に続き、2度目。インド国内では6路線の高速鉄道を整備する計画があり、残りの4路線の事前調査はフランス、イギリス、スペインが先に落札していた。

 日本コンサルタンツは、東日本旅客鉄道や東京メトロなど7社が出資して、昨年11月に発足した。今回落札した日本連合にはオリエンタルコンサルタンツも参加する。
This is an 800 km route between Chennai and Ernakulam / Kochi via Bangalore and Coimbatore, and the second feasibility study to be conducted by Japanese firms for India following the Hyderabad – Chennai route. The work will be performed by 日本コンサルタンツ (Japan International Consultants for Transportation), a joint venture of JR East (53%), JR West (20%), Tōkyō Metro (20%), JR Kyūshū (1%), JR Freight (1%), Tōkyū Corporation (1%), Keihan Electric Railway (1%), Seibu Railway (1%), Keiō Corporation (1%), and the Ōsaka Municipal Transportation Bureau (1%). The participation of four major private railways (Tōkyū, Keihan, Seibu, and Keiō) is a bit intriguing, but they were likely brought on for their expertise in trackside urban development. Joining them on this particular study will be Oriental Consultants.
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Old April 29th, 2012, 06:53 AM   #284
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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

Bird’s eye view of station area



From the Shinkansen platforms looking at the bus and taxi plaza





Walking around the transit plaza at the East Exit of the station



Transferring from the Shinkansen station to the new station on the Toyama Chihō Railroad.





Parking facility west of the station.





Bus and taxi plaza



A few more renders from the Japan Railway Construction, Transport and Technology Agency (JRTT):
Source: JRTT



Concourse level



Platform level

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Old April 29th, 2012, 04:39 PM   #285
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Bird’s eye view of station area
Reminds me of Kumamoto Station's forecourt (shinkansen exit side).
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Old April 30th, 2012, 04:40 AM   #286
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Originally Posted by k.k.jetcar View Post
Reminds me of Kumamoto Station's forecourt (shinkansen exit side).
My thoughts exacctly
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Old May 1st, 2012, 08:34 PM   #287
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Final approvals to break ground on three Shinkansen extensions could come as early as June
http://sankei.jp.msn.com/economy/new...8570049-n1.htm

Quote:
 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.
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Old May 1st, 2012, 08:35 PM   #288
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Nagasaki prepares for start of Shinkansen contruction
http://mainichi.jp/area/nagasaki/new...40357000c.html

Quote:
 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:


Source: Nagasaki Prefecture

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

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.



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

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Old May 3rd, 2012, 03:20 AM   #289
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Originally Posted by quashlo View Post
Development of freight Shinkansen for Seikan Tunnel begins
http://mainichi.jp/hokkaido/seikei/n...20260000c.html



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/vi...&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.
Is It possible to use this same system on Nagano Shinkansen, where part of Shin'etsu-hon-sen (Usui Pass) was closed in 1997 and the only way to freight transport from Nagano to Tokyo is by lorries?
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Old May 3rd, 2012, 06:33 AM   #290
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Is It possible to use this same system on Nagano Shinkansen, where part of Shin'etsu-hon-sen (Usui Pass) was closed in 1997 and the only way to freight transport from Nagano to Tokyo is by lorries?
Any freight than moves by rail between Nagano and the Tokyo area goes via the Shinonoi Line and Chuo Line (predominantly petroleum products).
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Old May 4th, 2012, 07:23 PM   #291
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Originally Posted by quashlo View Post
Would be helpful if you could provide the source where you saw this...
As far as I know, the production units only had two pantos, which can be easily confirmed on YouTube.
I found my mutant 500 系.



Check around 5:36. That train clearly has three pantograph humps. My biggest question is: WHY?
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Old May 4th, 2012, 07:49 PM   #292
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The Japanese Wikipedia says that the 1st 500 series set initially had 3 pantographs, the 3rd one was used for testing purposes. Later it was removed to make the train identical to the other sets that all have 2 pantographs.
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Old May 5th, 2012, 02:52 AM   #293
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was it touch display (at 10:25) back in mid 1990's or is it refurbished control panel?
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Old May 5th, 2012, 06:39 AM   #294
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Originally Posted by Momo1435 View Post
The Japanese Wikipedia says that the 1st 500 series set initially had 3 pantographs, the 3rd one was used for testing purposes. Later it was removed to make the train identical to the other sets that all have 2 pantographs.
Ah, thanks for clarifying that!
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Old May 5th, 2012, 08:43 PM   #295
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Originally Posted by coth View Post
was it touch display (at 10:25) back in mid 1990's or is it refurbished control panel?
It seems that it was likely refurbished:
http://ja.wikipedia.org/wiki/グラスコックピット

Quote:
ただし新幹線では、300系や500系、700系(初期車のみ)や923形は、当初は7セグメント方式の速度メーターと、情報表示用のカラーモニタ2面だったものを、東海道新幹線のATCのデジタル化に伴い、3面の液晶タッチパネルによるグラスコクピットに改造されている(これにより、東海道区間を走行するすべての新幹線は2009年3月現在、300系からN700系まで同じ3面の液晶タッチパネルを採用している)。
For the Shinkansen, however, the original seven-segment speedometers and two color monitors for information display on the 300 series, 500 series, 700 series (earlier trains only), and 923 type were refurbished into glass cockpits with three-screen LCD touch panels in conjunction with the conversion to digital ATC on the Tōkaidō Shinkansen. As a result, by March 2009, all Shinkansen trains running on the Tōkaidō section—from 300 series to N700 series—were using the same three-screen LCD touch panels.
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Old May 10th, 2012, 07:54 PM   #296
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Group led by JR Central aims to raise $10 billion for Texas HSR
http://www.star-telegram.com/2012/05...0-billion.html

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A group led by Central Japan Railway Co. that includes notable Texans such as former Harris County Judge Robert Eckels is seeking roughly $10 billion in private investment. Officials with that group, who plan to brief the Regional Transportation Council today in Arlington, say they will not ask for federal or state funding.

During the International Transport Forum last week in Leipzig, Germany, company Chairman Yoshiyuki Kasai offered guests an overview of how the privatized service in Japan aims to make travel seamless and painless for customers.

"It provides a very efficient means of transport," Kasai, using an interpreter, told several hundred guests during a panel discussion.

"If you want to move from one point to another, you don't have to change your schedule. Once you go to a station, you find a train already coming in five minutes. Then, if your train is more than five minutes away, there's an express system that allows people to change trains anytime."



The Texas Department of Transportation didn't even have a rail division to help regulate the process until 2009. Now the agency is providing planning information to several entities that might be interested in developing rail lines within Texas and to neighboring states, Texas Transportation Commissioner Bill Meadows of Fort Worth said.

Meanwhile, the private effort by Central Japan Railway, which has opened offices in Texas, has flown below the radar but appears to be gaining steam.

"We're in the process of doing the route studies, the environmental work, pooling the engineering work to determine the best route between Houston and Dallas," said Eckels, president of Texas Central Railway, a Japanese-U.S. partnership previously known as Lone Star High-Speed Rail Llc.

"It is a highly capital-intensive project, but we believe it is commercially viable," Eckels said. "We are not looking for operational subsidies from the state or federal government."



Reliability and safety are among the service's top selling points.

In Japan, the average delay per train is 36 seconds per year -- although trains between Tokyo and Shin-Osaka can average a minute per year or more because of typhoons and heavy snowfall.

Last year, when an earthquake struck off the coast of Japan, a bullet train operated by another company, East Japan Railway Co., had been traveling fast, Chairman Satoshi Seino said.

But, Seino told the International Transport Forum, the train's emergency equipment turned on and automatically brought the train to a halt, preventing damage and injuries.


Texas Central Railway wants to run bullet trains like those used in Japan between Dallas-Fort Worth and Houston.
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Old May 11th, 2012, 07:07 AM   #297
Sopomon
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Originally Posted by quashlo View Post
Group led by JR Central aims to raise $10 billion for Texas HSR
http://www.star-telegram.com/2012/05...0-billion.html
Given that this is privately funded, and the US's pathological hatred of Government-funded initiatives, so long as the money can be raised, this actually should have a very high chance of succeeding.

Or am I reading into this wrongly?
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Old May 11th, 2012, 01:11 PM   #298
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Quote:
Originally Posted by Sopomon View Post
Given that this is privately funded, and the US's pathological hatred of Government-funded initiatives, so long as the money can be raised, this actually should have a very high chance of succeeding.

Or am I reading into this wrongly?
One thing is they are trying to be as discreet as they can, apparently they are trying to have as little government meddling as possible, likely both to shield it from attacks from anti-rail conservatives and tea party types, and to prevent involvement of union and special interests who would demand onerous (to the bottom line) conditions (i.e. buy America regulations, minority contractor quotas, gold plating to benefit politically connected contractors, etc.). As far as avoiding extensive government involvement, Texas certainly would be one of the better places to attempt such a venture. JR Central likely learned much from the Florida debacle, and decided that the American penchant for political football infrastructure spending and myopic short term thinking was too much of a bother.

Last edited by k.k.jetcar; May 11th, 2012 at 01:23 PM.
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Old May 11th, 2012, 03:26 PM   #299
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Why not the Northeast , Amtrak is look for someone to build there HSR network...
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Old May 11th, 2012, 04:20 PM   #300
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Why not the Northeast , Amtrak is look for someone to build there HSR network...
Construction costs in TX are much cheaper (flat, right-to-work state, more space to build etc).
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