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Old December 24th, 2012, 01:49 AM   #501
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JR Central fleshes out platform door implementation plan for Tōkaidō Shinkansen
http://news.mynavi.jp/news/2012/12/07/013/

Quote:
JR東海は6日、東海道新幹線の駅ホームへの可動柵(ホームドア)設置について発表した。現在工事中の東京駅、新大阪駅をはじめ、利用者の多い「のぞみ」停車駅を対象に、新型可動柵の設置を検討するとのこと。

東海道新幹線では現在、品川駅21・24番線と新横浜駅2・3番線、熱海駅6・7番線で従来型の可動柵(扉がハニカム構造)が設置されている。JR東海ではコスト低減が可能な新型可動柵(扉がパイプ構造)の技術開発を進めており、そのめどがたったことに加え、今年3月の300系車両の引退で扉の位置がほぼ統一されたことから、「のぞみ」停車駅を対象に、新型可動柵の設置を検討するという。

現在、新型可動柵の設置工事が進められているのは東京駅14番線と、新大阪駅に新たに設置予定の27番線(20~26番線は工事の対象外)で、いずれも今年度末の供用開始をめざしている。次のステップとして、JR東海では京都駅と名古屋駅にも可動柵の設置を検討しており、スケジュールや工事費などの詳細は計画がまとまり次第発表するとしている。
Official press release:
http://jr-central.co.jp/news/release/nws001116.html

Currently, platform doors are installed at the following locations on the Tōkaidō Shinkansen:
  • Shinagawa Station (Platforms 21 and 24)
  • Shin-Yokohama Station (Platforms 2 and 3)
  • Atami Station (Platforms 6 and 7)
Work is currently proceeding on platform door installations at the following locations:
  • Tōkyō Station: Work is currently focusing on Platform 14, to be completed by the end of the fiscal year. Work on Platforms 15 through 19 will follow.
  • Shin-Ōsaka Station: Platform doors are being installed on the new Platform 27.
The current plan is to focus on Nozomi stations with high passenger volumes, specifically Kyōto Station and Nagoya Station. Platforms 20 through 26 at Shin-Ōsaka Station are not part of this initial implementation because they serve both 8- and 16-car formations, with non-uniform door placement. As a cost-cutting measure, they will be using a more streamlined, pipe-design for the platform doors that only requires two anchor points into the platform. The current design using honeycomb-structure door panels requires four anchor points.

Render:



New (top) and existing (bottom) designs:

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Old December 24th, 2012, 01:51 AM   #502
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Work on first segment of Sapporo extension of Hokkaidō Shinkansen to start FY2013
http://www.hokkaido-np.co.jp/news/economic/429050.html

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 【北斗】2035年度に開業を予定する北海道新幹線新函館(仮称)―札幌間の最初の工事が、北斗市内の村山トンネル(5265メートル)に決まり、鉄道建設・運輸施設整備支援機構は21日、来年3月の入札に向けて工事概要を公告した。来年度に着工する見通しで、20年度末の完成を予定している。

 村山トンネルの函館側出入り口は、札幌延伸の起点となる新函館駅から約1キロに位置し、新青森―新函館間のトンネル工事などを管轄する北斗鉄道建設所に近い。札幌延伸で建設される計19カ所のトンネルのうち、10番目の長さ。トンネル工事は工期が長い一方、用地買収などが不要なため、同機構は北海道新幹線札幌延伸に向け、高架橋や橋りょう建設よりも先行させる方針を示している。<北海道新聞12月22日朝刊掲載>

The first segment will be the 5,265 m Murayama Tunnel in Hokuto City, located about one kilometer north of Shin-Hakodate Station. This is only the 10th longest tunnel on the Shin-Hakodate – Sapporo segment of the line, but since no land acquisition is necessary, the Japan Railway Construction, Transport and Technology Agency (JRTT) is prioritizing this segment over viaduct and bridge segments.

Construction bidding will begin in March of next year, with groundbreaking coming some time next fiscal year, to be completed by late FY2020.
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Old December 26th, 2012, 07:22 AM   #503
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Those railway platform screen doors seem to be very good, I like its design because it is compatible with a number of different train designs.
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Old December 26th, 2012, 11:23 AM   #504
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Quote:
Originally Posted by quashlo View Post
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):

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.
ANA has reacted to the introduction of the E6, they will start to use their new 787 on 1 of the 5 flights on the Haneda - Akita route from the exact same day as the introduction of the E6.

This can't be a coincidence. Even though the plane is much faster, ANA probably fear that enough people will want to try out the new Shinkansen to have an impact on their passenger numbers.

source:
http://airlineroute.net/2012/12/25/nh-axt-mar13/
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Old December 26th, 2012, 12:09 PM   #505
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Quote:
Originally Posted by Momo1435 View Post
Even though the plane is much faster
Is it really much faster, door to door?
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Old December 26th, 2012, 02:03 PM   #506
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Quote:
Originally Posted by loefet View Post
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?
YES they will be replace by E2 in March 2013
JR East released information regarding their March 2013 timetable revision, on 21st of December 2012.

With this timetable revision comes the announcement that the 200系 will be retired from regular service when the revision comes into effect.
All remaining 200系 schedules will be taken over by E2系 formations, in turn replaced by E5系 formations on the Tōhoku Shinkansen. As the E2系 accelerates faster then the 200系, this in turn will help speed up the replaced schedules on the Jōetsu Shinkansen.
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Old December 26th, 2012, 04:45 PM   #507
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Yes I know that.
It was the one I answered to that though it was strange that they were replacing the 200 with E2 trains.
Also they have about the same acceleration, but the newer E2 is (usually) rated at a higher top speed.
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Old December 26th, 2012, 09:46 PM   #508
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Smartphones accelerate spread of online Shinkansen reservations
http://www.chukei-news.co.jp/news/20...cles_19568.php

Quote:
JR東海の新幹線ネット予約サービスが好調だ。スマートフォン(スマホ、高機能携帯電話)などからお得に気軽に指定席を予約できる。「11月末時点の会員数は210万人と、前年同月末比で1割増加した。新幹線のチケット販売の中心にしていく」(山田佳臣社長)方針だ。背景にはスマホが普及し、外出中でもインターネットへの接続に抵抗感が薄まっていることがある。10月には新サービスを開始しており、一層の会員拡大を目指す。
Current enrollment in JR Central’s online Shinkansen reservation system has about 2.1 million members as of the end of November, a year-over-year increase of about 10%, and JR Central is looking to make online reservations the focus of Shinkansen ticket sales. Hopefully this might lead to better integration of their IC card system (EX-IC) with the other IC card systems like Suica, PASMO, ICOCA, etc. With the 10 largest IC cards in Japan going nationwide in March of next year, there may be a stronger push for IC card compatibility on the Shinkansen and other elements of the intercity rail network.
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Old December 26th, 2012, 09:47 PM   #509
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Japanese firms uncertain about future of Chinese market
http://www.nikkei.com/article/DGXNAS...11C12A2XX1000/

Quote:
中国の鉄道ビジネスが再び活発化しそうだ。鉄道省は26日、北京と広州を結ぶ高速鉄道(中国版新幹線)を全線開通する。昨年7月の列車事故で高速鉄道の投資を凍結したが、政府は景気刺激には投資再開が必要と判断。年10兆円の市場を巡り攻勢をかける中国や欧州勢などに対し、日中関係の悪化で日本メーカーは苦戦を強いられそうだ。

「鉄道省から近く450億元(約6000億円)の大量発注があるはずだ」。国有鉄道車両大手、中国北車幹部は打ち明ける。すでに同社傘下で中国版新幹線向けの車両「CRH3」や「CRH380B」を製造する唐山軌道客車(河北省)に基幹部品の手配などを命じた。

■車両は2社寡占

鉄道車両市場は国有の中国北車と中国南車の2社寡占。両社からの部品発注を求め鉄道車両関連メーカーは受注活動を再開した。中国の機械メーカー、太原重型機械集団(山西省)は高速鉄道用の車輪や車軸などを製造する新工場を稼働した。

中国版新幹線と呼ばれる旅客専用高速鉄道の整備計画がまとまったのは2004年。「四縦四横」と呼ばれる南北4本、東西4本の基幹路線を整備する計画で、車両製造や線路建設に着手。08年の北京夏季五輪にあわせて試験的な位置付けだった北京・天津間が最初に開業した。

北京・天津間の成功を経て、鉄道省は投資を拡大。05年に線路敷設などの鉄道建設投資と車両購入を合計した総投資額は1364億元(約1兆8300億円)だったが、米金融危機に伴う中国の経済対策の中核も担い、ピーク時の10年には05年の6倍にまで急増した。

しかし、11年7月に浙江省・温州市内で起きた死者40人の高速鉄道の追突・脱線事故ですべてがストップ。中国政府は直ちに新規路線の建設認可を凍結した。11年の鉄道省の総投資額は10年比3割減の5906億元まで激減。12年の当初予算も5106億元に減らした。ただ、国内経済にテコ入れのため1000億元を上積みした。

「鉄道投資は近く本格的に回復する」。鉄道省幹部は漏らす。13年の当初予算は6500億元だが、習近平総書記を筆頭とする新最高指導部は景気刺激を強化する見通し。最終的には12年と同様に1000億元を上積みし、7500億元(約10兆500億円)となる可能性がある。

■シーメンス、現地大手と連携強化 ボンバルディア、技術供与で攻勢

巨大市場に海外の鉄道関連メーカーも商機をうかがう。「高速鉄道プロジェクトの応札に自信を持っている」。中国北車などと組んで高速鉄道車両などを現地生産する独シーメンスの程美●(たまへんに韋)・中国法人最高経営責任者(CEO)は11日に上海で開いた業績説明会で力を込めた。

シーメンスは中国側との関係強化を狙っており、中国北車が生産した高速鉄道向けのアルミ合金部品の調達で合意。カナダのボンバルディアも中国南車のグループ会社と都市内交通用車両の技術供与で合意した。中国の鉄道業界の関係者は「欧米勢は連携強化によって、中国で鉄道ビジネス拡大を狙っている」と分析する。

一方、沖縄県・尖閣諸島を巡る日中対立を受けて日本メーカーにとっては逆風が吹く。特に高速鉄道ビジネスは鉄道省や国有企業が相手であるため、政府間の対立がビジネスに直接影響する。日本の鉄道部品メーカー関係者は「新規の発注が打ち切られる可能性も否定できない」と高速鉄道の開通を手放しで喜べない現状を明かす。

■「はやて」型快走

 中国の鉄道の歴史は日本の旧満州(現中国東北部)の国策会社、南満州鉄道(満鉄)がベース。中国版新幹線構想も中国の改革開放を指揮したトウ小平氏の訪日時の乗車がきっかけだ。「中国版新幹線は日本の安全技術なしでは成り立たない」(大手鉄道車両幹部)といわれた。構想が具現化した04年には川崎重工業が東北新幹線「はやて」型車両の技術を供与。現在でも各地で「はやて」型車両が走る。

 川重は巨額の特許料などを得たが、最近は特許を巡って中国側と対立し、中国の鉄道ビジネスは縮小気味だ。ただモーターや電源装置など基幹部品は日立製作所や三菱電機などの評価が高い。日立は速度を制御するインバーターや信号システムが強く、ナブテスコはブレーキシステムなどを手掛ける。

 11年度に日本から輸出された1千億円規模の鉄道車両用部品の輸出契約実績のうち5割強が中国向けだという。

 日本勢にチャンスはあるのか。ある部品メーカー幹部は「基幹部品の丈夫さでは負けない」と強調。鉄道省幹部は「もう二度と事故を起こさない」と呼応する。安全面は車両の機器の問題だけでなく、車両や運行管理システム、線路設備の保守などとも密接に絡むだけに、総合的な安全対策を提供する枠組みを構築できるかがカギになる。安全性が重視されれば、日本勢にも活路があるかもしれない。





川重の技術を基に中国が独自開発したとする中国版新幹線「CRH380A」
Some interesting information in the article, including the statistics on railcar equipment… In FY2011, the total contract value of railcar equipment exports out of Japan was approx. ¥100 billion, of which over 50% was bound for the Chinese market. In particular, Japanese firms have provided rolling stock (Kawasaki Heavy Industries, etc.), power equipment and motors (Hitachi, Mitsubishi Electric, etc.), brakes (Nabtesco), door equipment (Nabtesco), wheels (Nippon Steel & Sumitomo Metal, etc.), gear equipment (Tōyō Electric, etc.), and signaling systems (Hitachi, Kyōsan, etc.) for the Chinese high-speed rail system.

While there has been some confrontation between Kawasaki and the Chinese side regarding patents that has left Kawasaki less optimistic about the Chinese market, and the recent flare-up over the Senkaku / Diaoyu Islands has soured Sino-Japanese relations, Hitachi, Mitsubishi Electric, and other Japanese firms still maintain a good reputation for quality in key components such as motors and power equipment.
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Old December 26th, 2012, 11:20 PM   #510
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Quote:
Originally Posted by Silly_Walks View Post
Is it really much faster, door to door?
It's a 1h 05m flight compared to a 3h 45m train ride, that's a big difference.

From Tokyo Station to Akita Station using an airplane is 36 minutes train/monorail ride -> 5 minutes in airport -> check in closes 15 minutes before departure -> 1h 05m flight -> 15 minutes disembarking and waiting for the Shuttle Bus -> 35 minutes bus ride to Akita. That's 2h 51m, still almost an hour faster then by Shinkansen. From door to door it just depends on where you are or where you have to go in Tokyo, there are enough places that are closer to Haneda then to the Tokyo or Ueno Station. Only if the time travel to Haneda is 1h 30m longer then the travel time to one of the stations it's going to be faster to take the plane.

The only reason why the Shinkansen is sometimes faster is because there are some larger gaps in the flight schedule.
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Old December 26th, 2012, 11:57 PM   #511
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You can still arrive 15 min before departure for local flights in Japan? That's quite remarkable - I'm not aware of any place in Europe where less than 30 min before departure would be permited. 45 min is standard and I personally schedule an hour just in case. That is where a conventional calculation that HSR of 3 h or less is as fast or faster than flyimg regardless of the actual flying time comes from.
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Old December 27th, 2012, 02:03 AM   #512
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Quote:
Originally Posted by quashlo View Post
Japanese firms uncertain about future of Chinese market
http://www.nikkei.com/article/DGXNAS...11C12A2XX1000/



Some interesting information in the article, including the statistics on railcar equipment… In FY2011, the total contract value of railcar equipment exports out of Japan was approx. ¥100 billion, of which over 50% was bound for the Chinese market. In particular, Japanese firms have provided rolling stock (Kawasaki Heavy Industries, etc.), power equipment and motors (Hitachi, Mitsubishi Electric, etc.), brakes (Nabtesco), door equipment (Nabtesco), wheels (Nippon Steel & Sumitomo Metal, etc.), gear equipment (Tōyō Electric, etc.), and signaling systems (Hitachi, Kyōsan, etc.) for the Chinese high-speed rail system.

While there has been some confrontation between Kawasaki and the Chinese side regarding patents that has left Kawasaki less optimistic about the Chinese market, and the recent flare-up over the Senkaku / Diaoyu Islands has soured Sino-Japanese relations, Hitachi, Mitsubishi Electric, and other Japanese firms still maintain a good reputation for quality in key components such as motors and power equipment.
It's not surprising at all, CRH system still runs a huge, huge number of the original CRH2 trainsets which are license built E2s. A number of other trains have Japanese components in them too, I expect this level of exports will continue for years to come. The same applies to Siemens too, which has an even larger market share due to its presence in the conventional rail segment.
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Old December 27th, 2012, 05:58 AM   #513
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Quote:
Originally Posted by Momo1435 View Post
It's a 1h 05m flight compared to a 3h 45m train ride, that's a big difference.



The only reason why the Shinkansen is sometimes faster is because there are some larger gaps in the flight schedule.
And I am guessing also due to delays regarding air traffic?
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Old December 27th, 2012, 08:47 AM   #514
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It's not as good as the on-time performance of the Shinkansen, but both JAL and ANA are always in the top of the lists of airlines worldwide with the least delays. It's not really a big issue and delays are usually only very small.

Even with a very good Shinkansen Network the Japanese domestic flight network is also one of the busiest in the world and is growing.

But the reaction of ANA to the introduction of the E6 shows that the airlines and the railways take each other very serious, they see each other as direct competitors on more routes then you would expect.
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Old December 27th, 2012, 09:50 AM   #515
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Originally Posted by Momo1435 View Post
It's not as good as the on-time performance of the Shinkansen, but both JAL and ANA are always in the top of the lists of airlines worldwide with the least delays. It's not really a big issue and delays are usually only very small.

Even with a very good Shinkansen Network the Japanese domestic flight network is also one of the busiest in the world and is growing.

But the reaction of ANA to the introduction of the E6 shows that the airlines and the railways take each other very serious, they see each other as direct competitors on more routes then you would expect.
That is not really surprising by just looking at the Tokyo-Osaka route. In the 70's I believe the ridership was like 50 -50 now it is almost gone.
ANA and JAL also lost some passengers to LCC like the Hong Kong route and the Seoul route and probably lose more on the Okinawa and Guam route.
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Old December 27th, 2012, 08:40 PM   #516
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The modal split between the greater Tokyo and the greater Osaka area is around 80:20 in favor of rail. It has gone up and down for the passengers between the actual city centers and you see a bigger growth in air travel between the complete metropolitan areas. The number of air passengers has actually more then doubled since 1995, where the train has seen a steady but more modest growth. Even though the airlines are still far behind the Shinkansen they are still growing rapidly on this route.

This just shows the strength of this route, it makes it very clear why JR Central is going ahead with the Chuo Maglev.
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Old December 29th, 2012, 07:24 AM   #517
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Removal of unexploded ordnance at Hamamatsu Plant to disrupt Tōkaidō Shinkansen service on 2013.02.17
http://sankei.jp.msn.com/politics/ne...7390016-n1.htm

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 JR東海は27日、来年2月17日の午前中に、東海道新幹線の運行ダイヤで最大60分程度の遅れが生じると発表した。浜松工場(浜松市中区)で第二次大戦中に米軍が落としたとみられる不発弾が見つかり、陸上自衛隊が処理を行うためという。

 同社によると、不発弾処理は同日午前8時半ごろから始まり、1時間程度作業が行われる予定。

 東海道新幹線は運休列車がないものの、午前中を中心に40本前後の新幹線でダイヤに乱れが出る。同日午後0時半ごろには正常化する見通し。在来線の東海道本線も影響を受ける。

 同社では「ちょうど日曜日で、受験シーズンのまっただ中でもあり、新幹線などの利用には注意をいただきたい」としている。
There is news of unexploded ordnance dating from World War II every now and then in Japan. Just four days ago, Jōban Line service between Hitachi and Tōkai was halted to disarm and remove unexploded ordnance discovered on the line, affecting a total of 15 trains. There was an infamous incident in 2008 where service on the Keiō Line, a key urban / commuter line for western Tōkyō, was severely disrupted to disarm and remove an unexploded bomb dropped by a B-29 during World War II, discovered during the continuous grade-separation and undergrounding of the line near Chōfu.

This latest news involves ordnance found on the site of JR Central’s Hamamatsu Plant in Naka Ward, Hamamatsu City, which will necessitate disruptions to service on the Tōkaidō Shinkansen on 2013.02.17 to allow JSDF personnel to safely disarm and remove the device starting at 8:00 am. The process will take about one hour, and while no trains will be cancelled, a total of 40 trains will be affected. Service will return to normal around 12:00.
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Old December 29th, 2012, 07:25 AM   #518
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Track laying kicks into gear for Hokkaidō side of Shinkansen extension
http://www.hokkaido-np.co.jp/news/economic/430275.html

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 【北斗、木古内】2015年度開業予定の北海道新幹線20+ 件新青森―新函館(仮称)間で、道内側のレール敷設工事が、北斗市と渡島管内木古内町にまたがる渡島当別トンネル(8073メートル)で本格化している。

 建設を進める鉄道建設・運輸施設整備支援機構は11月下旬から、枕木の役割を果たすコンクリート製の「スラブ」の上に、1本200メートルのレールを並べる作業を開始。12月中旬からは、作業員がレールの継ぎ目をバーナーで溶接し表面を研磨している。列車の乗り心地を良くして騒音も減らすため、レール1本の長さを1~2キロに伸ばす作業だ。
Article has a video report.

The majority of the work began in late November when the Japan Railway Construction, Transport and Technology Agency (JRTT) began laying down the 200 m segments of rail onto the concrete slab track bed inside the 8,073 m Oshima–Tobetsu Tunnel connecting Hokuto City and Kikonai Town. Rail welding to produce continuous segments of one to two kilometers in length followed starting in mid-December.
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Old January 9th, 2013, 08:21 AM   #519
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MLIT to begin testing final variable-gauge train prototype on Kagoshima Main Line
http://www.fukuishimbun.co.jp/localn...ess/39174.html

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 国土交通省は8日までに、線路幅の異なる新幹線と在来線を直通運転できるフリーゲージトレイン(軌間可変電車、FGT)の実用化に向けた費用を本年度補正予算案に盛り込む方針を固めた。車輪の幅を線路に合わせて変換する装置を新八代駅(熊本県八代市)に整備し、2014年度からJR九州の熊本―鹿児島中央で新型車両の試験走行を始める予定。FGTは九州新幹線長崎ルートのほか、北陸新幹線でも導入が検討されている。

 国交省によると、試験走行は車両や装置の耐久性やコストを確認するために実施する。熊本―新八代は在来線、新八代―鹿児島中央は九州新幹線を使い、約3年で計60万キロ走らせる。車両は13年度完成を目指している新型を使う予定で、営業運転を想定した本格的な試験になる。

 国交省は新年度予算概算要求で新八代の装置設置費用などFGTの技術開発費45億円を含め、整備新幹線建設促進高度化事業50億5500万円を計上。補正予算案では、この新年度予算の一部を前倒しする格好。

 北陸新幹線でも検討されるFGTについて福井県は「あくまでも大阪延伸までの暫定的な接続方法」との立場。高島善弘新幹線・交通政策監は「今回の補正予算措置が北陸新幹線への導入に直接的に結びつくものではない」とした上で「福井のような降雪地帯でFGTの安全性を保てるのかどうかもしっかりとした検証が必要だ」としている。
Starting in FY2014, the MLIT will begin testing the final pre-mass production prototype Free-Gauge Train (FGT) on the Kagoshima Main Line between Kumamoto and Kagoshima Chūō to verify the reliability and cost of the train and equipment. A gauge changer will be installed at Shin-Yatsushiro Station, with the train running on narrow-gauge zairaisen tracks between Kumamoto and Shin-Yatsushiro and on the Kyūshū Shinkansen between Shin-Yatsushiro and Kagoshima Chūō. The train will be run a total of 600,000 km over the course of three years approximately three years. The prototype itself will be completed in FY2013.

Recent FGT testing in Shikoku… Arrival at Sakaide on the Yosan Line (2012.11.24). Curious what the new train will look like...

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Old January 10th, 2013, 04:23 AM   #520
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So, if there is a mini-Shinkansen for dual HSR/conventional single gauge, then this would be nano-Shinkansen? )
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