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Old December 9th, 2012, 11:22 PM   #481
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Which breaks my heart everytime I think of it... It was such a beautiful train 8-car units simply ain't the same any more.
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Old December 10th, 2012, 04:10 AM   #482
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Not to mention the pantograph humps look absolutely hideous now.

Then:


Now
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Last edited by Silver Swordsman; December 10th, 2012 at 04:17 AM.
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Old December 10th, 2012, 07:51 AM   #483
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Groundbreaking for Hokuriku Shinkansen Kanazawa Station
http://www.chugoku-np.co.jp/News/Sp201212090127.html

Quote:
 2014年度末の北陸新幹線長野―金沢間開業に向けた金沢駅の駅舎新築工事が本格着工し、JR金沢駅で9日、石川県や金沢市の関係者ら約150人が参加して安全祈願祭が開かれた。14年9月に完成予定で、総工費は約37億3千万円。

 金沢駅では、既に新幹線のレール敷設工事が始まっている。出席した石川県の谷本正憲たにもと・まさのり知事は「首都圏の人が降り立った時に石川県に来たと実感できる駅の完成を期待したい」とあいさつした。

 鉄道建設・運輸施設整備支援機構によると、駅舎の延べ床面積は約3150平方メートル。全長312メートルのプラットホームを二つ造り、4線を敷く。ホームを覆う屋根の広さは約1万1300平方メートル。

 曲線状の屋根にガラス窓、漆器をイメージした黒い外壁が特徴で、ホームの柱には金箔きんぱくをイメージした塗装を施したパネルを設置し、連絡通路の壁を和紙や加賀友禅風のプリントで彩る。
Groundbreaking ceremony for Kanazawa Station on the Hokuriku Shinkansen was held on 2012.12.09 at JR Kanazawa Station. Completion is scheduled for 2014.09. Total construction cost is approx. •3.73 billion.
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Old December 10th, 2012, 05:45 PM   #484
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Quote:
Originally Posted by Silver Swordsman View Post
Not to mention the pantograph humps look absolutely hideous now.
Looks like it was styled by Bob the Builder.
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Old December 16th, 2012, 06:12 AM   #485
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Japanese firms debate potential bids on Brazil HSR project
http://www.nikkei.com/article/DGXNAS...2A211C1EB2000/

Quote:
 【サンパウロ=宮本英威】ブラジル政府は13日、リオデジャネイロ―サンパウロ近郊間で計画する同国初の高速鉄道の正式な事業計画を公表した。運営事業者を選ぶ入札は2013年8月13日に応募を受け付け、同年9月19日に結果を公表する。

 同鉄道を巡っては、昨年7月に建設と運営の両方を1度に決める入札を実施したが、応札者はなく不調に終わった経緯がある。事業計画の再公表を受け、新幹線方式を掲げる日本連合は応札が可能かどうかについて具体的に検討に入る。

 全長511キロメートルで、開業は20年を目指している。運営会社を選ぶ入札での最低価格は270億レアル(約1兆800億円)程度となりそうだ。運営会社が施設使用料として政府に支払う金額は列車が1キロメートル走るごとに70.31レアルと、8月の素案(66.12レアル)より上がった。

 素案では応札には10年以上の高速鉄道の運営経験を求めていたが、5年以上に短縮された。04年に高速鉄道を開業した韓国鉄道公社も要件を満たすことになる。

 日本連合は三井物産が中心で、日立製作所、三菱重工業、東芝、JRグループなどで構成する見通し。日本の他にドイツ、フランス、スペイン、韓国が参加を検討しているもようだ。

 昨年までの計画と大きく変わったのは、設備の建設・保有と鉄道運営を分ける方式をとった点だ。まずは運営会社を決める入札を実施し、その後に設備建設を決める入札を別途行う。

 ブラジル政府は昨年7月の入札が不調に終わった後、事業計画を練り直していた。今年8月に同計画の素案を公表したが、公聴会で出た意見の反映などに時間がかかり、正式な計画の公表予定は何度も延期されていた。
This project seems to have suffered one delay after another, so Iím not holding my breath. The new bid deadline is supposed to be 2013.08.13, with a decision to be made on 2013.09.19. The Japanese interest in the project would likely revolve around a consortium headed by Mitsui & Co. and including Hitachi, Mitsubishi Heavy Industries, Tōshiba, and JR companies. In addition to Japan, Germany, France, Spain, and Korea have expressed interest in the project, which would connect S„o Paulo and Rio de Janeiro with a 511 km high-speed line opening by 2020.
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Old December 16th, 2012, 06:13 AM   #486
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Trial operations of Seikan Tunnel Shinkansen trains over 200 km/h to begin in FY2018
http://sankei.jp.msn.com/politics/ne...8410011-n1.htm

Quote:
 国土交通省は11日、平成30年度から、青函トンネルでの北海道新幹線を、1日1往復だけ地上同等の時速200キロ超で、走行させることを決めた。青函トンネル内では新幹線も在来線の最高時速である140キロの制限がかけられるが、時間限定で制限を外す。さらに、貨物列車とすれ違うときに減速するシステムの導入などで、200キロ超走行の本数拡大を図る方針だ。

 最高速の260キロまで出せると、青函トンネル区間で20分弱短縮でき、東京~新函館間が3時間45分と、4時間を切れるという。

 北海道新幹線は平成28年3月に、新青森-新函館間が開業する。青函トンネルは、在来線と共用するが、貨物列車とすれ違う際に、コンテナが風圧で破損する恐れがあり、トンネル内では140キロの速度制限がかけられる。

 だが、運営するJR北海道は、最高速走行で、大幅な時間短縮を図りたく、国交省が調整してきた。

 この中で開業2年後をめどに、貨物などは通さない新幹線専用時間帯を、1日に2時間もうけ、1往復の新幹線を200キロ超走行させる。当初は3時間必要とされ、1日51便を運行するJR貨物からの反発があったが、2時間に短縮し、関係者の合意を得た。

 さらに、国交省では200キロ超で走行している新幹線が、貨物車とすれ違う直前に、140キロまでスピードを緩めるシステムなどの開発によって、200キロ超走行を可能にできるとみている。

 政府は高速鉄道のインフラ輸出強化に乗り出しているが、アジア諸国では、貨物と新幹線を共用する方式のニーズが高い。国内でも両方を活用するのは、青函トンネルが初めてで、このノウハウを新幹線輸出につなげる狙いもある。
As suspected, the MLIT plans to limit Shinkansen trains traveling in the tunnel to 140 km/h, at least for the first two years after opening (March 2016). Starting in FY2018, however, they will remove the speed restrictions on one roundtrip a day, allowing it to travel at over 200 km/h through the tunnel, by creating “Shinkansen-only” time slots (a total of two hours a day) during which freight traffic will not be permitted on the opposing track. Initially, JR Hokkaidō pushed for three hours a day, but JR Freight, which operates 51 trains a day through the tunnel, complained, and this was reduced to only two hours.

They will also introduce a system to slow down trains when passing an opposing freight trains, which will eventually allow them to increase the number of trains permitted to operate at 200 km/h plus. Traveling at the maximum 260 km/h through the tunnel will shave as much as 20 minutes of the trip, making it possible to travel between Tōkyō and Shin-Hakodate in under four hours (3h 45m, to be exact).
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Old December 16th, 2012, 06:15 AM   #487
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JR East to test carbon dioxide emissions reduction from use of multiple heat pumps on Jōetsu Shinkansen
http://eco.nikkeibp.co.jp/article/news/20121213/116283/

Quote:
 JR東日本は、上越新幹線の雪対策を行う散水消雪設備の熱源にヒートポンプを複数台利用し、CO2排出量の削減効果を検証する。ヒートポンプによって空気熱で水を予熱することで、ボイラーの化石燃料使用量を削減する。加えて、予熱したエネルギーを最大限に有効活用するため、既存のボイラーの運転方法を変更して最適化する。

 新潟県の豪雪地帯を通る上越新幹線は、上毛高原駅(群馬県みなかみ町)と新潟駅(新潟市中央区)の間を中心に消雪区間が75.3kmあり、消雪設備を備える基地を32カ所に設置している。散水消雪は、貯水槽にためた水をボイラーで加熱して温水にし、線路に沿って設けたスプリンクラーから線路に散水して雪を溶かす仕組みとなる。

 2011年12月~2012年3月に、燕三条駅(新潟県三条市)と新潟駅の間の金巻消雪基地に大型のヒートポンプ1台を設置して基礎試験を実施。寒冷地でもヒートポンプの空気熱が利用可能だと分かり、約7%のCO2排出量削減効果が期待できることを確認した。基礎試験を踏まえ、今回、ヒートポンプ3台に規模を拡大し、実用化を目指す。

 金巻消雪基地から1つ新潟駅寄りの五年消雪基地で、2013年1月から3台のヒートポンプを使用して長期耐久試験を実施する。ヒートポンプでの予熱とボイラーシステムの効果的な加熱の組み合わせや、ヒートポンプとボイラーシステムを制御するシステムの開発、有効性の確認などを進める。試験結果を基に、実用化に向けて検証する。
The heat pumps in question are used to heat the water sprayed onto the track to melt snow and keep it from flying up and attaching to the undercarriage. They tested a single-unit installation between December 2011 and March 2012 between Tsubame Sanjō and Niigata Stations that reduced carbon dioxide emissions by approx. 7%, and they now want to test a three-unit installation in preparation for mass production / mass use.
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Old December 16th, 2012, 06:16 AM   #488
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With growing age of Tōkaidō Shinkansen’s age, new N700A offers improved safety, reliability
http://www.sankeibiz.jp/business/new...0500000-n1.htm

Quote:
 2014年10月で開業から「満50歳」を迎える東海道新幹線10+ 件。JR東海は来年2月に最新型車両「N700A」を導入し、世界が評価する新幹線の安全性・快適性にさらに磨きをかける。

 一方で、国内旅客輸送の大動脈を半世紀にわたって担ってきたインフラは、今や老化現象に向き合う必要にも迫られている。同社は2018年度以降の10年間で大規模改修に取り組む検討に着手しており、地震や津波など災害リスクへの備えも急ぐ。

改良の最新型投入

 「東京スカイツリーの開業や(復元された)東京駅の駅舎など、東京の観光価値が上がった。名古屋、大阪からの利用客が多い」

 山田佳臣社長がこう笑顔で話すように今年の新幹線需要は好調だ。足元の東海道新幹線の利用状況は今年11月まで15カ月連続で前年同月実績を上回っている。

 東海道新幹線は現在1日平均333本を運行しており、約39万1000人の乗客を運ぶ。輸送量は1964年開業時の1.4倍に増えた。

 旅客需要の回復を受けてJR東海は、13年3月期に過去最高の連結最終利益1870億円を見込んでおり、改めて収益を支える屋台骨としての存在感の大きさを示した。

 新幹線の高い収益力をより強固にするための具体策となるのが、来年2月8日午前7時に東京駅、新大阪駅からそれぞれ1番列車が走る最新型車両「N700A」の導入だ。「N700系」の改良車種で約660億円を投資。12年度に6編成、13年度に7編成をそれぞれ投入し、99年デビューの「700系」車両と順次入れ替えていく。

 N700Aは「N700系導入後に当社で培った技術・ノウハウを詰め込んだ」(葛西敬之会長)といい、「A」にはN700系より「Advanced(進歩した)」という意味合いを込めた。中国でも開発が進む高速鉄道分野で、日本の技術優位性を世界に示す狙いもある。

技術や信頼度向上

 「見た目は(N700系と)あまり変わらないが、中身は現時点で最高」(坂上啓・車両課長)という新型車両で、大きな変更点になるのがブレーキ性能だ。

 N700系に比べて、ブレーキをかけてから停車するまでの距離を1~2割短くできるという。

 また、台車の振動を分析して異常を検知し、故障を未然に防ぐ仕組みも盛り込んだ。省エネ機能や乗り心地はもちろん、山田社長は「安全の信頼度をさらに高めた」と胸をはる。

 開業以来、乗車中の死傷事故が「ゼロ」という抜群の安全性は新幹線の代名詞。JR東海が目指す海外の高速鉄道計画への技術輸出の大きな武器でもあり、N700Aの投入で進化を続ける高い安全技術を世界にアピールし、米国などでの受注につなげる戦略を描く。

 だが、その世界に誇る安全性には経年劣化、老朽化のリスクが忍び寄る。64年の東京オリンピックの開催に合わせて開業した東海道新幹線は、五輪直前の5年間に集中的に建設が進められたことから、線路などの基盤インフラの更新ニーズも集中的に生じると予想されている。

 このため、同社では18年度からの10カ年で、すべての鋼橋をはじめ、コンクリート橋、トンネルなどを対象に大規模改修を実施する計画を検討中だ。

 ただ、大規模改修に踏み切れば運行ダイヤに支障が出ることは避けられない。旅客輸送への影響を最小限に抑え、収益を維持しながら、いかに迅速に改修を終えられるか。屋台骨の老朽化対策の巧拙が、今後の経営の浮沈を左右することになる。(西川博明)
The Tōkaidō Shinkansen operates an average of 333 trains a day, carrying approx. 391,000 passengers a day—about 1.4 times the ridership when the line first opened in 1964. For 15 straight months, the breadwinner of JR Central’s train network has posted year-over-year increases in ridership, and the railway expects its final annual profits for FY2012 to reach a historic high of •187 billion.

However, the line is fast approaching 50 years of age come October 2014, and JR Central is planning to begin a series of large-scale infrastructure upgrades to take place over ten years starting in FY2018 that will also incorporate improvements to combat seismic and tsunami risk. In particular, JR Central will be working on all the key structural elements of the system, including steel and concrete bridges and tunnels.

Coupled with these infrastructure investments is the introduction of an improved N700 series, the N700A—six sets will enter service in FY2012, followed by seven in FY2013, at the cost of approx. •66 billion, replacing the 700 series sets that first debuted in 1999. The new sets cut braking distance by approx. 10-20% compared to the N700 series, and include devices that analyze bogie vibrations to detect potential malfunctions before they occur.
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Old December 16th, 2012, 12:48 PM   #489
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If Tokaido is going nuts like this, they should implement another double-decker train service--they can carry a LOT more people. The only thing I'd be concerned about is station dwell times since it takes a bit longer to get down from the top floor.
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Old December 16th, 2012, 01:09 PM   #490
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Originally Posted by quashlo View Post
JR Central is planning to begin a series of large-scale infrastructure upgrades to take place over ten years starting in FY2018
And there shall be no alternative connections. Hokuriku Shinkansen shall only reach Tsuruga in 2025, and Osaka... whenever, Chuo Shinkansen shall open in 2027 and only reach Osaka in 2045.
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Old December 18th, 2012, 12:01 AM   #491
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Most of the construction work will take place when there are no revenue trains running. They may need to cancel a few of the first or last services on specific days they need to do big lifts, etc., but that should be about it.
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Old December 20th, 2012, 08:10 PM   #492
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JR Central to expand earthquake measures on Tōkaidō Shinkansen
http://sankei.jp.msn.com/economy/new...9000027-n1.htm

Quote:
 JR東海の山田佳臣社長は20日、都内で会見し、東海道新幹線の脱線・逸脱防止対策を拡大すると発表した。今年度末までの計画では140キロの路線が対象だが、平成32年3月末までに、新たに456キロでの対策を追加する。東京駅~新大阪駅の上下線を合わせた1036キロに対し、約6割で対策が完了する。

 対策は、レールの内側に平行して敷設し、地震時の脱線そのものを極力防止する「脱線防止ガード」と、このガードを有効に機能させるための土木工事など。今年度末までの対策では、分岐器の手前を主な対象区間としてきた。新計画は、東海地震の際に、強い振動が予想される三島(静岡県)から豊橋(愛知県)までの全区間に、ガードを設置するほか、そのほかの区間でも、トンネルの手前などで同様の対策をとる。新たな対策の工事費は830億円で、今年度までの工事と合わせると総額1210億円を投じる。

JR各社では、JR東日本では台車側に逸脱防止ガイド、JR西日本も一部の路線に線路中央に逸脱防止ガードを設置するなど対策をとっている。
JR Central will expand installation of derailment guards (and necessary civil works) along the Tōkaidō Shinkansen to approximately 60% of the 1,036 track-km between Tōkyō and Shin-Ōsaka. Previously, they focused primarily at track turnouts, but will now expand coverage to another 456 track-km, including the 124 km Mishima – Toyohashi segment of the line (substantial shaking is expected here during seismic events), and specific tunnel portals and bridges where trains pass at relatively high speeds. The expanded measures represent an additional capital investment of •83 billion, bringing the grand total of the entire project to •121 billion.

On a related note, the Ministry of Land, Infrastructure, Transport and Tourism has also directed JR Central to do emergency spot inspections at 1,800 locations on the Tōkaidō Shinkansen in light of the recent cave-in incident on the Chūō Expressway’s Sasago Tunnel. Specifically, they are concerned about the condition of the anchor bolts and the catenary connections.
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Old December 21st, 2012, 11:19 PM   #493
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First 700T in add-on order to arrive in Taiwan on December 23
http://focustaiwan.tw/ShowNews/WebNe...D=201212210012

Quote:
Taipei, Dec. 21 (CNA) The first of four new bullet trains purchased from Japan will be delivered to Taiwan on Dec. 23, Taiwan High Speed Rail Corp. (THSRC) said Friday.

The 12-car train is expected to begin service in July next year after undergoing system testing, the company said.

Based on the design of the existing 700T model derived from the Japanese Shinkansen family, the new trains have several improvements such as lower noise emission, stronger rust-proof ability and less energy consumption, THSRC said.

The other three trains will be delivered in early 2013, 2014 and 2015, respectively.

THSRC currently has 30 trains, each with 12 cars, and it handles an average of 120,000 passengers per day on weekdays and 140,000 on weekends.

Demand is expected to increase following the opening of the Nangang Station in Taipei and three other stations in Miaoli, Changhua and Yunlin in 2015.
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Old December 21st, 2012, 11:21 PM   #494
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Two additional Nozomi trains to begin stopping at Tokuyama in March
http://www.asahi.com/travel/news/SEB...0.html?ref=rss

Quote:
【峯俊一平】JR西日本は21日、JR徳山駅に停車する新幹線「のぞみ」を上下計2本増やすなど、来年3月16日からのダイヤ改定を発表した。岩国錦帯 橋空港の開港を受け、東京方面への利便客を確保する狙いがある。在来線は利用客が少ない岩徳線や宇部線を11年ぶりに減便する。

今回の改定によって、徳山駅は、上りが午前8時台、下りは午後7時台にのぞみが停車し、1日の停車本数が10本に増えた。新岩国発上りの「こだま」と東京行きの「のぞみ」の広島での接続も一部で改善する。

岩徳線(岩国―徳山)は上下線を昼間に計4本減らす。山口線は山口―益田間の日中の2往復の運転をやめるが、その分、利用客が多い山口―宮野間は3往復増やす。宇部線(宇部新川―宇部)も上下計6本を減らす。岩徳線と宇部線の減便は2002年3月以来という。

県庁で会見したJR西日本の小南雅彦・広島支社次長は「通勤・通学に影響がある時間帯の列車は減らしていない」と説明した。
This is in response to the opening of Iwakuni Kintaikyō Airport. The first train will be an inbound train in the morning for Tōkyō departing during the 8:00 hour, the second is the return trip arriving during the 19:00 hour, bringing the total number of Nozomi services stopping at Tokuyama to 10. There will also be some improvements to connections at Hiroshima between Kodama trains beginning from Shin-Iwakuni and Nozomi trains bound for Tōkyō.

With the growing popularity of LCCs, the JRs may have to take a more flexible approach to attract passengers to Shinkansen.
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Old December 22nd, 2012, 06:55 AM   #495
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JR East announces March 2013 service changes

Official press release:
http://www.jreast.co.jp/press/2012/20121215.pdf

Changes will take effect 2013.03.16 (Saturday):

E5 series speed up to 320 km/h
Revenue service at the E5 series maximum speed (320 km/h) will finally begin, reducing the travel time between Tōkyō and Shin-Aomori by 11 minutes to 2h 59m. The speed-up will initially be rolled out on the three Hayabusa round-trips currently operating at 300 km/h and one outbound Hayate service, the latter to be converted to a Hayabusa run.

In addition to the speed-up, the continued roll-out of E5 series trains means that all trains serving Shin-Aomori will be E5 series as part of these service changes. Out of the 167 total Tōhoku Shinkansen runs arriving at or departing from Tōkyō, 70 trips (approx. 40%) will be operated with E5 series trains. An additional three E5 series units will enter service in the coming months, bringing the total number of E5 series units in revenue service at the time of the service changes to 23.

E6 series Super Komachi will debut on Akita Shinkansen
The introduction of the new E6 series will allow Akita Shinkansen trips to speed up from 275 km/h to 300 km/h between Utsunomiya and Morioka, reducing travel times between Tōkyō and Akita by as much as five minutes to 3h 45m. A total of four E6 units will debut in revenue service on 2013.03.16, operating on four of the 15 roundtrips between Tōkyō and Akita. Following the service changes, about one to two E6 trains will be completed each month and gradually rolled out, replacing E3 series trains.

More E6 series Z2 unit testing on zairaisen tracks (2012.12.14 – 2012.12.18):



E5 revenue service in snow country at Kitakami Station. Right now, the E5 series are coupled with the existing E3 series, but come March, these will gradually be converted to E5+E6 formations.



E5 S11 + E6 S12 testing:



200 series will disappear from regular revenue service
Additional E2 series trains will be deployed onto the Jōetsu Shinkansen, reducing average travel time on Toki services by two minutes. With these changes in the Jōetsu Shinkansen fleet, the 200 series, celebrating 30 years of service since the opening of the Tōhoku and Jōetsu Shinkansen, will disappear completely from regularly-scheduled revenue service.

All Super Hitachi / Fresh Hitachi services will be operated with E657 series
All Super Hitachi and Fresh Hitachi limited express services on the Jōban Line will be operated with new E657 series trains, which debuted with service changes in March of this year. An additional three Fresh Hitachi services between Ueno and Katsuta will be added to the commute period (two inbound morning runs and one outbound evening run).
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Old December 22nd, 2012, 09:19 PM   #496
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Is a two minute improvement really worth replacing a bunch of trains with newer ones? I'm curious as to how much such a process costs altogether.
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Old December 22nd, 2012, 10:21 PM   #497
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Well it's due to the fact that they have a bunch of E2 trains that were made redundant on the Tohoku line due to the introduction of the newer E5 trains. So why not replace the old 200 series with newer trains if they can. The 200 series is very old for a high speed train, and I'm pretty sure that they can save loads of maintenance money by removing these old trains in favour of newer models, one less model to worry about getting parts to, and if they gain a couple of minutes in travel time in the progress then why not?
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Old December 23rd, 2012, 05:33 AM   #498
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As loefet says- lower costs basically, with incremental improvement in service. It's good to remember that JR East is a for-profit railway, so any method to cut costs and improve the customer experience is going to be taken. JR East is also very aggressive in retiring old rolling stock, and now builds rolling stock specifically designed to be recycled easily. The practice common on state railways elsewhere to run rolling stock until they're knackered doesn't fly here. In fact, second hand Japanese rolling stock (non shinkansen) are highly valued in SE Asia railway markets as they're in relatively good condition (and well maintained).
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Old December 24th, 2012, 01:47 AM   #499
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JR West announces service changes to San’yō Shinkansen

Official press release:
http://www.westjr.co.jp/press/articl...page_3055.html

Biggest changes are the introduction of JR Central’s N700A series (will also be operating on the San’yō Shinkansen as through services from the Tōkaidō Shinkansen) and a reduction in travel times on the fast services (specifically, Nozomi and Sakura) of approximately five minutes.

Nozomi Shin-Ōsaka – Hakata: 2h 35m → 2h 30m
Sakura Shin-Ōsaka – Hakata: 2h 40m → 2h 35m

Other minor changes:

Nozomi services
Other changes in addition to the two trains making additional stops at Tokuyama:
  • One of the early-morning Okayama departures will be extended to Hiroshima, resulting in approximately 20-minute headways on Nozomi services departing Hiroshima during the 6:00 hour.
  • One inbound trip beginning at Shin-Ōsaka and one outbound trip terminating at Shin-Ōsaka will be extended to Okayama.
Hikari services
  • An early-morning Nagoya – Hiroshima run will be extended all the way to Hakata.
  • Two new trains between Shin-Ōsaka and Hakata will be added (one morning outbound run to Hakata, one inbound evening run to Shin-Ōsaka)
Kyūshū Shinkansen / San’yō Shinkansen through-services
  • Two new Sakura trips between Hiroshima and Kagoshima Chūō will be added (one morning outbound run to Kagoshima Chūō, one inbound evening run to Hiroshima)
  • Two new special Mizuho trips between Shin-Ōsaka and Kagoshima Chūō will be added during high-demand periods such as weekends, departing Shin-Ōsaka in late morning (10:22 → 14:11) and departing Kagoshima Chūō in early afternoon (14:32 → 18:21).
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Old December 24th, 2012, 01:48 AM   #500
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Update on new platform construction at Shin-Ōsaka Station

Some pics from this month:
Source: http://saitoshika.blog119.fc2.com/



Looks very close to completion…





Work on the two new pocket tracks west of the station:



The concourse around the Central Exit looks mostly complete as well.



Inside the paid area of the Shinkansen concourse, renovation work is still underway.



The iconogram for the new Platform 27 is still covered.



Near the East Exit of the zairaisen concourse (JR West trains).



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