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Old October 24th, 2012, 02:38 PM   #381
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Quote:
Originally Posted by chornedsnorkack View Post
How different are E7 series and W7 series from each other?
They have been presented as one new Shinkansen series, it's just the ownership that is the difference between the E7 and the W7.
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Old October 24th, 2012, 07:24 PM   #382
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JR Central, JR West, JR Kyūshū, Taiwan HSR agree to cooperatively market Shinkansen technology
http://www.sankeibiz.jp/business/new...2315016-n1.htm

Quote:
 JR東海とJR西日本、JR九州、台湾高速鉄路は24日、名古屋市で会合を開き、日本の新幹線など高速鉄道システムを共同で海外展開することで合意した。安全性、正確性に定評のある日本の新幹線を共同でアピールし、海外受注拡大を目指す。「日本型新幹線」の世界標準化へ、日台がタッグを組む試みとしても注目されそうだ。

 高速鉄道をめぐっては、ブラジルやインド、米国などで建設構想が浮上するなど、世界的な市場拡大が予想されている。4社はほぼ共通の新幹線システムを運用しており、今後、各国で具体化する建設計画で協力することを確認した。JR東海が進める超電導リニアの輸出も視野に入れる。

JR東海の葛西敬之会長は「日本の新幹線のメリットを世界中にアピールしていきたい」とコメントした。台湾高鉄が運営する台湾新幹線は、東海道・山陽新幹線で運行されている「700系」をベースとした車両と信号システムを採用。日本の新幹線システム初の海外輸出となった。
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Old October 24th, 2012, 07:56 PM   #383
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So long, Nagano Shinkansen has only been served by 8 car E2 trains.

How many cars can the Nagano Shinkansen stations take?
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Old October 24th, 2012, 08:24 PM   #384
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Quote:
Originally Posted by chornedsnorkack View Post
So long, Nagano Shinkansen has only been served by 8 car E2 trains.

How many cars can the Nagano Shinkansen stations take?
I believe 16, like the rest of the network.
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Old October 24th, 2012, 09:25 PM   #385
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Actually no, it's only the Tokaido, Sanyo, Tohoku and Joetsu lines that can run 16 car trains. The Kyushu Lines only facilitate up to 8 car trains and the Nagano/Hokuriku lines can take up to 12 car trains.
I'm not entirely sure what number the Hokkaido Line will be able to support, but I think it's 10 or 12 car trains maximum.
It's pretty easy to check, just open Google Earth (or similar) and measure the stations for each stretch and divide the length with 25 (if you use meters) and you end up with maximum number of cars.
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Old October 25th, 2012, 06:23 PM   #386
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As I understand Shinkansen is only operated by JR?
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Old October 25th, 2012, 07:46 PM   #387
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Yup.
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Old October 25th, 2012, 07:47 PM   #388
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JR Central looking at U.S. market for Shinkansen
http://www.nikkei.com/article/DGXNZO...2A021C1L91000/

Quote:
 東海旅客鉄道(JR東海)は台湾高速鉄路、西日本旅客鉄道(JR西日本)、九州旅客鉄道(JR九州)と連携し、米国での受注を目指す。高速鉄道計画があるテキサス州(ダラス―ヒューストン)では新幹線、ワシントン―ボストンでは超電導リニアを想定。高速鉄道の検討が進むオーストラリアも視野に、東海道新幹線の技術を使う日台4社で売り込みに力を入れる。

 JR東海は東海道新幹線の海外版「N700I―Bullet」とリニアについて、運行システムを一体化した商品としてPR。技術を輸出する条件に(1)高速鉄道専用の線路での運行(2)安定した政情(3)巨大プロジェクト実行の経済力(4)知的財産権保護や契約順守の法体系――を挙げている。

 まずダラス―ヒューストン(400キロ弱)の民間によるプロジェクト受注に照準を定めた。約600万人と周辺人口が多く、新設のため在来線乗り入れが必要ないなど、JR東海の条件に合致する。運行主体や有力な出資先となり得る地元の関係者らに導入を訴える。

 「北東回廊」と呼ばれるワシントン―ボストンの約730キロは米国の国家プロジェクトになることを見込み、移動速度を打ち出してリニアを売り込む。実現すればワシントン―ニューヨークを約1時間で結ぶ計算だ。

 JR東海は2009年7月に設置した「海外高速鉄道プロジェクトC&C事業室」に運行管理、車両、土木、電気、法務など各部門の社員を集めた。現在は日本に10人、ワシントン事務所に5人と設立時の2倍以上に増員。高速鉄道の安全基準づくりに取り組む米運輸省への技術説明もC&C室が担当している。

 豪州政府は東部のブリスベーンからシドニー、メルボルンを結ぶ高速鉄道導入の最終調査を進めている。JR東海は現地の鉄道に関する会議に幹部の派遣を検討するなどシドニー事務所を拠点に情報を収集。実現性が高まれば、C&C室から要員を継続派遣して交渉に入る意向で、豪州が米国に続く重点売り込み先となる公算が大きい。

 C&C室の加賀山慶一副室長は「鉄道業界の活性化や技術の進化には海外進出が不可欠。地道な人脈づくりや新幹線のPRに努める」と話す。

 日本の高速鉄道は受注実績で欧州勢に後れを取っているのが実情。台湾高鉄との連携は、輸出の成功事例として台湾新幹線を活用する思惑もありそうだ。問題は、日本と欧州の技術が混在する台湾新幹線を“自前”の技術としてどう売り込むか。

台湾新幹線は延伸や停車駅の増加を控えている。JR東海には、技術支援の拡大を通じて、自社技術の比率を実質的に高めていく構想もあるようだ。
A bit more context behind that JR–THSR agreement…
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Old October 26th, 2012, 01:49 AM   #389
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Could you please translate the main points? I bet the vast majority of us here can't read Japanese...
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Old October 26th, 2012, 02:33 AM   #390
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local news are being posted in local language. if you have a time to translate then you can do it yourself. if you don't have a time and don't know language then you use automated translators yourself, several of them simultaneously, as one won't make you understand everything. and you don't post news in automated translations for the same reason.

http://translate.google.com
http://translate.bing.com
http://translate.yandex.com


For Japanese particularly
http://www.excite-webtl.jp/world/
And there has been a very good translator by OCN, but it appears don't work anymore.
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Old October 26th, 2012, 09:02 AM   #391
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Quote:
A bit more context behind that JR–THSR agreement…
To summarize (as quashlo seems quite busy recently) the cooperation of THSR is part of a marketing strategy in the face of European domination to promote the success of the total shinkansen system to potential new markets, as Taiwan HSR is currently the sole foreign operator of shinkansen technology. However, as the line in Taiwan is actually a hybrid of European and Japanese construction, there is a question if the THSR can truly be called a pure shinkansen system in marketing efforts.
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Old October 28th, 2012, 09:15 AM   #392
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Quote:
Originally Posted by k.k.jetcar View Post
To summarize (as quashlo seems quite busy recently) the cooperation of THSR is part of a marketing strategy in the face of European domination to promote the success of the total shinkansen system to potential new markets, as Taiwan HSR is currently the sole foreign operator of shinkansen technology. However, as the line in Taiwan is actually a hybrid of European and Japanese construction, there is a question if the THSR can truly be called a pure shinkansen system in marketing efforts.

As far as I'm aware, the European elements ie signalling system uses the European standard which were also implemented by Japanese consortiums.
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Old October 29th, 2012, 08:23 AM   #393
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Quote:
Originally Posted by k.k.jetcar View Post
To summarize (as quashlo seems quite busy recently) the cooperation of THSR is part of a marketing strategy in the face of European domination to promote the success of the total shinkansen system to potential new markets, as Taiwan HSR is currently the sole foreign operator of shinkansen technology. However, as the line in Taiwan is actually a hybrid of European and Japanese construction, there is a question if the THSR can truly be called a pure shinkansen system in marketing efforts.
On one side, having European components may help JR's cause as a base contractor, as it demonstrates that Shinkasen technology is not a "black box" and can be mixed (to a limited extent) with other technologies, making it more attractive to the US who may want features from other companies (better sound-proofing, bi-directional operation, etc).

The only issue I can think of that may damage such a stance is the number of problems THSR has experienced related to European switches.
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Old October 30th, 2012, 08:38 AM   #394
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The problem Japanese makers have faced is not the "black box" prejudice, but rather the European makers' tactic of discouraging the mixing of different systems from different sources but pressuring for an all-in-one system (their own), which essentially is a de facto "Euro Black Box" system, cloaked in "we are the world standard in railways" justifications. This is exactly what the Japanese makers don't want- they tried in the past to accomodate and appeal to mixed use, but were out-muscled in the marketing front by the Europeans. Contrary to popular belief, the effectiveness of "Japan Inc." is not as pervasive as the power of "France Inc. or "Germany Inc.", especially in the railway equipment field, where leaders of said nations have actually gone to market countries as salesmen. This is less of a problem in North American markets with their own unique conditions and traditions, but is a factor in developing countries looking to considerably upgrade their railway infrastructure.
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Old October 30th, 2012, 07:51 PM   #395
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JR East will speed up Tōhoku Shinkansen to 360 km/h, proactively market Shinkansen overseas
http://sankei.jp.msn.com/economy/new...2190041-n1.htm

Quote:
 JR東日本は30日、平成32年度までのグループの長期経営構想を発表した。来年春に時速320キロ運転を実現する東北新幹線について、時速360キロへの高速化を目指すほか、海外からの鉄道インフラの受注を加速する方針を盛り込み、攻めの経営姿勢を鮮明にした。

 長期経営構想の策定は、国鉄民営化に伴う同社の発足以来5回目となる。同社の冨田哲郎社長は構想発表の会見で「鉄道事業は内弁慶になりがちだが、無限の可能性に挑戦したい」と強調。渋谷や品川、横浜、千葉、仙台といった主要駅周辺の大規模駅開発など、鉄道運行以外の事業も積極化する考えを示した。

平成27年3月期の連結業績目標は、売上高で24年3月期比で8.3%増の2兆7410億円、営業利益で同14.7%増の4130億円とした。
Translation:

Quote:
On October 30, JR East Group announced its long-term business plan into FY2020. In regards to the Tōhoku Shinkansen, where trains will begin running at 320 km/h next spring, the railway will aim to eventually speed the line up to 360 km/h. Together with additional policies to accelerate railway infrastructure orders from overseas, the railway has made it clear that it plans to adopt a proactive business strategy.

This marks JR East’s fifth long-term business plan since the company was established with the privatization of the Japan National Railways. “In the railway business, we may have a tendency to talk big internally but take a back seat externally... Now, we want to take on these challenges and open up the endless possibilities,” emphasized JR East president Tomita Tetsurō at a press conference announcing the railway’s new business plan. He expressed a proactive stance on non-railway businesses, such as large-scale redevelopment around major terminal stations such as Shibuya, Shinagawa, Yokohama, Chiba, and Sendai.

For its consolidated financial results for the fiscal year ending March 2015, the railway established target revenues of ¥2.741 trillion (an 8.3% increase from the fiscal year ending March 2012) and target profits of ¥413 billion (a 14.7% increase from same).
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Old October 30th, 2012, 07:58 PM   #396
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Here's the JR East press release:
http://www.jreast.co.jp/press/2012/20121013.pdf
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Old October 31st, 2012, 02:51 PM   #397
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Quote:
Originally Posted by k.k.jetcar View Post
The problem Japanese makers have faced is not the "black box" prejudice, but rather the European makers' tactic of discouraging the mixing of different systems from different sources but pressuring for an all-in-one system (their own), which essentially is a de facto "Euro Black Box" system, cloaked in "we are the world standard in railways" justifications.
This is exactly what the Japanese makers don't want- they tried in the past to accomodate and appeal to mixed use, but were out-muscled in the marketing front by the Europeans. Contrary to popular belief, the effectiveness of "Japan Inc." is not as pervasive as the power of "France Inc. or "Germany Inc.", especially in the railway equipment field, where leaders of said nations have actually gone to market countries as salesmen. This is less of a problem in North American markets with their own unique conditions and traditions, but is a factor in developing countries looking to considerably upgrade their railway infrastructure.
Until very recently, using foreign made equipment was unheard of in Germany, France, Italy or the UK. Now we have French trains in Germany, Japanese in the UK, German in Italy. The only country I can't make up an example for is France. All of this is very understandable: Railways used to be goverment owned, and railway orders to their own industry created jobs.

Partnerships between multiple manafacturers in the same country have also existed for a long time, but only recently partnerships between manufacturers from different countries have occured (like Bombardier and AnsaldoBreda).

The problem is also the fact that the Japanese do (did?) not have any manufacturing/assembly facilities in Europe. That's changing: There was news that Hitachi is trying to aquire a 50% stake in AnsaldoBreda.

And of course there is a major difference in approach: In Japan prototypes are built and thoroughly tested, before series models are made. In Europe I can give you plenty of examples of train models that went into series directly, with plenty of problems as a result. Don't underestimate the huge difference in culture between Japan and Europe!

And the other way around: How many foreign made trains are there in Japan?

My personal view: I would have loved to see a mini-Shinkansen variant (E6?)on the Dutch/Belgian Fyra services instead of those ugly V250's.
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Old October 31st, 2012, 03:50 PM   #398
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And the other way around: How many foreign made trains are there in Japan?
To my knowledge: 1.

500 series was designed by a European. Not sure if that counts though.
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Old October 31st, 2012, 06:12 PM   #399
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Originally Posted by M-NL View Post
Now we have French trains in Germany, Japanese in the UK, German in Italy. The only country I can't make up an example for is France.
I can think of German, Italian, UK and Canadian products rolling around on RFF. (UK contributes the occasional clapped-out diesel loco for use in railway construction)
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Old November 2nd, 2012, 10:16 AM   #400
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Originally Posted by Silver Swordsman View Post
To my knowledge: 1.

500 series was designed by a European. Not sure if that counts though.
Designed by Neumeister, but built by Hitachi, Kawasaki Heavy Industries Rolling Stock Company, Kinki Sharyo and Nippon Sharyo.

That's an interesting discussion: Is a train built by Bombardier in Germany Canadian or German? I would consider a Bombardier TRAXX locomotive as German.
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