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Old November 9th, 2012, 08:13 PM   #421
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Kyūshū governors push for East Kyūshū Shinkansen
http://www.oita-press.co.jp/localNew...173005402.html

Quote:
 九州地方知事会(会長・広瀬勝貞大分県知事)は31日、大分など九州の東側を通る「東九州新幹線」構想について、基本計画路線から事業認可の条件となる整備計画路線への格上げと必要な財源の確保を国に求める特別決議をまとめた。西九州は九州新幹線鹿児島ルート(博多―鹿児島中央)が全線開業、6月に長崎ルート(諫早―長崎)の着工が認可された。東九州の交通インフラ整備と活性化を進めるため、新幹線が必要と判断した。

 東九州ルートは福岡市から大分、宮崎両市を経て鹿児島市までを結ぶ。知事会事務局によると、特別決議に盛り込んだのは初めて。新幹線整備には県民の期待も高いが、国は厳しい財政状況の中で新規着工・建設には消極的だ。多額の事業費の地元負担といった沿線自治体や住民の“痛み”も伴い、実現への道はかなり険しそうだ。
 決議は鹿児島県指宿市で開いた知事会議で採択した。終了後の会見で広瀬会長は「九州新幹線が開業した西九州の大きな経済効果を見ても、東九州新幹線は必要。これから知事会として必要な手順を踏み、(実現へ)努力していきたい」と意欲を示した。
 東九州ルートは全国新幹線鉄道整備法に基づいて1973年に基本計画路線に位置付けられた。その後は事実上凍結され、着工のめどは立っていない。
 国は現在整備を進めている北海道、北陸、九州・長崎ルート以外は費用対効果が合わないとの姿勢。「新規の整備を検討するにしても(2035年度ごろ完成予定の)北海道新幹線が完成した後」(国土交通省鉄道局)としている。

<ポイント>新幹線の整備
基本計画路線は10あり、大阪市から四国を経て大分市に至る「四国新幹線」も含まれる。2011年にリニア中央新幹線(東京都―大阪市、JR東海が建設)が整備計画路線となった。国は着工条件として▽安定的な財源確保▽収支採算性▽投資効果▽JR(営業主体)の同意▽並行在来線の経営分離―の5条件を掲げている。

Another article with a bit more info…
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Old November 9th, 2012, 08:15 PM   #422
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Chūgoku region officials push for San’in Shinkansen
http://www.nnn.co.jp/news/121101/20121101004.html

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中国5県54市議会の正副議長らでつくる中国市議会議長会の臨時総会が31日、鳥取県米子市内で開かれ、山陰新幹線の早期実現など国に対する10項目の要望を決めた。

 19市の正副議長と議会事務局職員の計約70人が出席した。各市が提出した要望を原案通り可決。いずれも要望書にまとめ、国の各機関に提出する。

 山陰新幹線の早期実現は倉吉市が提出した。東日本大震災の教訓として山陽新幹線の代替機能を確保することが重要と訴え、山陰新幹線の基本計画を整備計画に格上げするよう求めている。

10項目のうち雇用対策への財政支援(山口県美祢市)、地域公共交通の確保・維持に対する支援の拡充(岡山県総社市)、地球温暖化対策税を森林整備などに幅広く活用(広島県三次市)の3項目については、11月8日に開かれる全国市議会議長会にも提出し、決議される見通し。
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Old November 9th, 2012, 08:41 PM   #423
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Everybody seems to want a Shinkansen now, I wonder if the government will be able to fund it.

I always thought that a route from Nagoya, up into the mountains, through Nagano and on to Niigata would be handy for a lot of people, especially in the winter skiing season.
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Old November 10th, 2012, 04:13 AM   #424
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Originally Posted by Sopomon View Post
Everybody seems to want a Shinkansen now, I wonder if the government will be able to fund it.

I always thought that a route from Nagoya, up into the mountains, through Nagano and on to Niigata would be handy for a lot of people, especially in the winter skiing season.
Nope, it would be another epic pork barrel project that will be lining various construction companies executives and politicians.

Basically out side of Tokyo and Osaka, Japan(including Nagoya) is a car culture since the roads are not that congested. People who goes scuba diving in Nagoya usually drive to Niigata and it only takes about two~three hours. That is about the same time as divers living in Tokyo driving to Izu peninsula.
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Old November 10th, 2012, 03:35 PM   #425
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Originally Posted by SamuraiBlue View Post
Nope, it would be another epic pork barrel project that will be lining various construction companies executives and politicians.

Basically out side of Tokyo and Osaka, Japan(including Nagoya) is a car culture since the roads are not that congested. People who goes scuba diving in Nagoya usually drive to Niigata and it only takes about two~three hours. That is about the same time as divers living in Tokyo driving to Izu peninsula.
I get your point, but what if you also had all the traffice from the rest of the southwest? Admittedly, after the extention of Hokuriku shinkansen is finished, it may well be pointless
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Old November 12th, 2012, 07:53 PM   #426
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Toyama Prefecture studies possibility of retaining zairaisen limited expresses after Shinkansen opens
http://www.nikkei.com/article/DGXNZO...2A111C1LB0000/

Quote:
 2015年春の北陸新幹線金沢開業後も富山と大阪を結ぶJR特急「サンダーバード」、富山・名古屋間の「しらさぎ」が現行運行本数のまま富山まで乗り入れると、富山県内の並行在来線を運営する第三セクターの減収が年15億円に及びそうだとの試算を県がまとめた。

 12日開かれた県並行在来線対策協議会の幹事会で県が提示した。JR西日本は北陸新幹線開業後は両特急を金沢止まりとする方針だが、富山県内には富山始発の運行継続を求める声が根強い。県は特急乗り入れが及ぼす三セク会社経営への影響を具体的に示し、来年後半の鉄道事業許可申請に向けた経営計画策定に反映させたい考えだ。

三セク会社で運賃収入と並ぶ収入の柱をなすのが貨物線路使用料。区間を走行する貨物と旅客の車両キロ比に応じて貨物側が線路修繕費などを負担するが、特急が1往復継続するだけで旅客比率が高まり、使用料は年6500万円の減額が予想される。現行の23往復とした場合、減収は同15億円程度になる。
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Old November 13th, 2012, 08:22 AM   #427
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Toyama Station Hokuriku Shinkansen construction update

A slightly belated, but still awesome, photo update from 2012.09. Lots of progress has been made since the last set from 2012.02.
Source: http://saitoshika.blog119.fc2.com/

Temporary platforms and platform bridge. The Shinkansen viaduct is quickly taking shape in the background.





Platforms under construction





A new north-south arterial road crossing underneath the station will be built here. The entire station, including the zairaisen tracks (Takayama Main Line and Hokuriku Main Line), are being elevated in conjunction with the Shinkansen construction.



West of the station is a new type of structure I’ve never seen before… Likely a fully-enclosed soundwall similar to the noise hoods found at Shinkansen tunnel portals, but continuous. If so, it’s obviously due to the proximity of the residential units, but I thought that all the trains would be stopping at Toyama, so I’m not entirely sure why they would need this level of noise mitigation… Easy to appreciate the ROW constraints that come with urban railway building, and this for a station that actually has quite a bit of ROW to work with.



Last is the four-span extradosed bridge over the Jinzū River, which is looking really good.

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Old November 13th, 2012, 08:24 AM   #428
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Shin-Ōsaka Station construction update

From 2012.08:
Source: http://saitoshika.blog119.fc2.com/

To refresh our memories, this project involves the construction of a new passenger track and platform at the station and two new siding tracks west of the station to help deal with added train traffic from the San’yō / Kyūshū Shinkansen.



Construction of the new sidings, viewed from the west end of Platform 26. Some track has already been laid.



The new platform under construction… Unlike the existing Shinkansen platforms at Shin-Ōsaka, the new platform will have the now-standard waist-high moving platform doors instead of just platform fencing.



Right where the station crosses over Shin-Midōsuji, the new platform will feature a mostly glass exterior to allow passengers to look out.



New escalators and stairwells under construction… These will be mostly the same design as the existing platforms to keep the platforms looking generally uniform.



Next, some of the changes near the paid-area concourse, starting with the zairaisen concourse. This is JR West territory, but the departure boards for Tōkaidō / San’yō / Kyūshū Shinkansen services have been replaced with high-resolution full-color LED units, with much clearer stopping pattern diagrams.



These are the transfer gates between zairaisen and Shinkansen, which have the departure boards seen more frequently in JR Central Shinkansen stations. The advertisement at this location has been replaced with a large “digital signage” installation, consisting of 60 inch LCD monitors (Sharp?) in a three-by-four matrix.





Work has also been completed on renovation of a portion of the Shinkansen paid-area concourse.



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Old November 16th, 2012, 09:55 PM   #429
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E5 series deployment on Tōhoku Shinkansen pushes E2 series trains onto Jōetsu Shinkansen

Official JR East press release:
http://www.jreast.co.jp/press/2012/20121112.pdf

An additional four E5 sets will enter revenue service on the Tōhoku Shinkansen on 2013.01.26 on Hayate, Yamabiko, and Nasuno services, bringing the total number of E5 sets in revenue service to 20. As a result, four E2 sets will be moved to the Jōetsu Shinkansen for use on Toki and Tanigawa services. E2 series will be returning to the Jōetsu Shinkansen for the first time in 9 years, replacing four of the seven 200 series sets currently on the line.
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Old November 16th, 2012, 10:07 PM   #430
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That was expected really, especially since the E1's are withdrawn and the E4's are going soon. I really wonder if they decide to make them 16 cars long to be able to counteract the loss of spaces compared to the bi-level trains.
Wonder when they will announce the end of the 200 series, most likely sooner than later.
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Old November 16th, 2012, 10:17 PM   #431
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On wikipedia, i read the E1 series were built in the nineties. We are they already been scrapped, they are not that old? The TGV Sud-Est of 1981 are still in service as well.
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Old November 17th, 2012, 05:48 AM   #432
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Originally Posted by Busfotodotnl View Post
On wikipedia, i read the E1 series were built in the nineties. We are they already been scrapped, they are not that old? The TGV Sud-Est of 1981 are still in service as well.
Basically it's to up-heave the total capacity of the express side of the Tohoku Shinkansen. With a speed difference between E5 and E1 of 80Km/h requires a large headway between each other. This headway can be shorten by unifying the top speed which results to higher capacity.
E1 trainset has too much capacity to be demoted to regular service so the natural action is to retire the train.
I speculate why the French does not retire the TGV is because it already have a too complicated time table due to running the TGV on classic mixed traffic lines making it meaningless to introduce a new system which will bring no net capacity to the entire system.
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Old November 17th, 2012, 10:47 AM   #433
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Could it be because Japan run their trains with nearly no downtime, which wears out the train faster?
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Old November 17th, 2012, 11:45 AM   #434
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Shinkansen in general are retired after just 15 to 20 years. Some last a bit longer when they are refurbished, shortened to be used on the all stop services. The speed issue is why they didn't extend the live of the E1, just like they won't do with the E4 that should be fully retired in 2016. The E2 will also be retired from the Tohuku Shinkansen but the early sets will most likely be refurbished for an extended life on the Nagano and the Joetsu Shinkansen where the speed won't be raised to 320 km/h. The Tohoku Shinkansen should become all E5 and E6 in the future.

On the Tokaido Shinkansen the 300 series sets has also been retired after 15 years and the first 700 series set has also been retired this year and more should follow next year now the N700 are being delivered.

I can't give 1 single reason why the Shinkansen is retired much earlier then other high speed trains like the TGV. It has to do with technology, money, Japanese culture. You have to keep in mind that the JRs are profitable private companies, that's a big difference with the European state owned railways.
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Old November 18th, 2012, 10:27 AM   #435
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I agree, there is no1 single reason, its just as if a different paradigm has just evolved in Japan - for much of the 20th Century Europe was in a kind of make-do-and-mend scenario, whereas Japan really wasn't as it was building largely from scratch, and has allowed it to get settled on the leading edge of development envelope.
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Old November 18th, 2012, 12:01 PM   #436
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The more profitable JR operations all tend to have similar rolling stock lifecycles for all their trains, not just Shinkansen... The pattern is the same for JR East's urban rail operations centered around Tōkyō, where trains are replaced fairly rapidly. JR East first adopted this type of strategy ("half the weight, half the cost, half the lifetime") with the 209 series, a commuter EMU for the Tōkyō area, as a way to maintain high-quality service for passengers. The replacement cycles of rolling stock on Shinkansen lines may be slightly more accelerated, but that's because of the constant improvements like increased maximum speeds (e.g., E5 series), tilting (e.g., N700), etc. that require corresponding constant investment in higher-performance trains.
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Old November 18th, 2012, 12:01 PM   #437
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Groundbreaking ceremony for Hokuriku Shinkansen’s Toyama Station
http://www.chunichi.co.jp/hokuriku/a...802000218.html

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 二〇一四年度末に開業する北陸新幹線富山駅(富山市)の新築工事安全祈願の式典が十七日、富山駅近くの駅舎建設予定地で営まれた。関係者ら百人が参加し、駅舎の完成と地元の観光振興を祈願した。

 式典は工事を実施する建設業者らの共同企業体が主催。石井隆一富山県知事や森雅志富山市長をはじめ、広野允士参院議員、野上浩太郎参院議員、引退した長勢甚遠前衆院議員らが出席した。

 式典後、石井知事は「いよいよ開業が近づいてきた」と笑顔であいさつ。「県にとって、観光振興の絶好の機会となる。開業効果を最大限に高めたい」と意気込んだ。

 国会議員を代表して広野参院議員が「待ちに待った県都の玄関口の着工。関西方面への延伸のため、引き続き努力したい」と述べた。衆院解散にも触れ、「二院制是非の議論はあるが、このような(解散の)非常時に(参院議員なら)駆けつけられる利点もある」と胸を張った。

 現在、駅舎は土台のコンクリート部分が完成し、今後は鉄骨部分や屋根が取り付けられる。完成は一四年七月ごろとなる見通し。
Completion is scheduled for July 2014.

In related news, some recent clips from this month of the construction work on the Hokuriku Shinkansen north of Nagano Station:

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Old November 18th, 2012, 01:54 PM   #438
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Since they are going to remove E1 and E4 within the next few years and their replacements will be E6 and E5, are there actually any plans do introduce double-deck-Shinkansen-trains sometime in the future? Or is something like that under developement?
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Old November 18th, 2012, 02:04 PM   #439
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Originally Posted by Zero Gravity View Post
Since they are going to remove E1 and E4 within the next few years and their replacements will be E6 and E5, are there actually any plans do introduce double-deck-Shinkansen-trains sometime in the future? Or is something like that under developement?
That is probably anybody guess, although any double decker would need to maintain a 320~360Km/h which I believe is not possible at the moment due to weight problem.
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Old November 18th, 2012, 04:52 PM   #440
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For me I thing why the Japan Railways retired likewise the old model of shinkansen because they introduce a new technology the environmentally shinkansen like the E5, E6 and N700 follow by E7 for hokuriko shinkansen line because it less energy consume, less noise vibration, less heat for the motor so that's the reason i observe why they remove from service the old model and replace it a new once.
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