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Old January 11th, 2013, 07:24 PM   #521
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Politicians debate scope of JR Central-backed environmental work for Texas HSR project
http://www.star-telegram.com/2013/01...ail-study.html

Quote:
State and regional leaders are at odds over whether a company that wants to build a 200 mph bullet train from Houston to Dallas should be required to conduct an environmental study that also includes rail stops in Fort Worth and either Arlington or Dallas/Fort Worth Airport.

North Texas leaders say it's crucial that the proposed Texas Central Railway stop not only in downtown Dallas but also in downtown Fort Worth as well as somewhere about midway between the region's two dominant cities. That way, the high-speed rail line can pick up passengers from throughout the Metroplex instead of just the east side.

"I want it to run from Houston to Fort Worth, with a stop in Dallas," Tarrant County Commissioner Gary Fickes said.

But the Japanese-backed company that has proposed building the rail line, Texas Central High-Speed Railway Llc., is proposing to conduct only an environmental study from the outskirts of Houston to downtown Dallas. The Texas Department of Transportation supports that plan and is asking regional planners in Houston and Dallas-Fort Worth to conduct separate environmental studies to figure out how the trains would connect in the inner cities.

In 2011, the state received a $15 million federal grant to study high-speed rail from Houston to North Texas. State officials argue that if Texas Central Railway can handle the costs of the environmental study along the mostly rural route from suburban Houston to downtown Dallas, then the grant can be spent in the metro areas.

"We're trying to look at the best value - at what is the best way to use the money without being duplicative," Phil Wilson, executive director of the Transportation Department, said Thursday before speaking to the 35W Coalition during an annual meeting in far north Fort Worth.

But many North Texas leaders disagree. Members of the Regional Transportation Council agreed more than a year ago that if a 200-mph train system can be built in the area, it must include at least three stations.

Splitting the project into separate environmental studies violates the spirit of that agreement, they said.

"Recent travel demand analysis conducted by Texas Central Railway confirms that passengers traveling from Houston are destined to all three of the North Texas stations at downtown Dallas, Arlington/DFW Airport and downtown Fort Worth," Michael Morris, transportation director for the North Central Texas Council of Governments, wrote in a Jan. 4 letter to Wilson. "TxDOT's proposal for separate environmental documents developed independently by the public sector and private sector for the connecting facilities jeopardizes this three-station concept policy and does not serve our region's transportation needs as defined in our long range transportation plan."

Texas Central Railway director Travis Kelly said the disagreement can be worked out and won't slow the project. He said all the parties involved were talking through the best way to handle the environmental work.

"We think serving Fort Worth would be terrific and would pick up a lot of riders," Kelly said. But he said, "There is also additional right-of-way cost." The company, which is backed by the firm that built the world-renowned Central Japan Railway Co., is seeking roughly $10 billion in private investment to open Texas high-speed rail by 2020.

The group says it won't ask for state or federal funding, though North Texas officials are learning that extending the service into inner cities will cost more than the private sector is willing to put in.

Texas Central Railway envisions that most train riders would drive to the stations, at least in initial years. They would board in Dallas and arrive in Houston about 90 minutes later.

But in major metro areas such as Dallas-Fort Worth, regional planners say the bullet trains need to connect the central business districts, so that users can access the system by bus, commuter rail or other local means.
More news on JR Central’s interest in the Texas project…
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Old January 11th, 2013, 07:25 PM   #522
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Indian government seeking Japanese ODA for Bengaluru–Chennai high-speed freight railway
http://www.nikkei.com/article/DGXNAS...3A110C1MM0000/

Quote:
 インド政府が、日系大手メーカーが進出するインド南部のチェンナイとバンガロールを結ぶ本格的な高速貨物鉄道の建設を計画していることが分かった。コンピューター制御で大量の貨物を高速輸送する約300キロメートルの新線を、2019年末にも完成させる計画。総事業費は1100億ルピー(約1800億円)程度を見込んでおり、日本政府に対し政府開発援助(ODA)の適用申請を視野に入れている。

 インド商工省などによると、貨物新線は、日産自動車や東芝などが進出している南部タミルナド州チェンナイと、トヨタ自動車が生産拠点を構えるカルナタカ州バンガロールを結ぶ。全線を複線電化し、速度は時速100キロメートル以上を計画。専用に設計した電気機関車や貨車も投入する予定だ。16年半ばに着工し、19年末の完成を目指す。

 インド政府は近く、国際協力機構(JICA)による事業化調査(FS)を日本政府に対し正式要請する見通し。日印間ではシン首相の訪日を調整中で、訪日が実現すれば安倍晋三首相との首脳会談で、インド側はこの貨物新線の開発を議題の一つにしたい考えだ。

 インド政府は、東南アジア諸国連合(ASEAN)への玄関口でもあるチェンナイとバンガロールを結ぶ一帯のインフラ開発と産業集積を進める「南部インド産業経済回廊」計画を掲げている。だが、北部のニューデリー首都圏などと比べてインフラ整備が遅れ、進出企業からは物流の改善を求める声が強かった。

 すでに日印両政府は、ニューデリーとムンバイ間に貨物鉄道の線路を敷き、沿線に工業団地や発電所などのインフラを整える「デリー・ムンバイ産業大動脈」と呼ばれる開発プロジェクトを共同で進めている。(ニューデリー=岩城聡)
This is a new corridor for southern India, in addition to the larger Delhi–Mumbai project (DMIC).
Construction of the 100 km/h+ electrified, double-track line (approx. 300 km in length) would start in 2016, with completion in 2019 at a total cost of ₨ 110 billion.
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Old January 11th, 2013, 07:26 PM   #523
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Hotel investment in Hakodate heats up in preparation for Hokkaidō Shinkansen opening
http://www.nikkei.com/article/DGXNAS...3A110C1L41000/

Quote:
 函館市のホテル業界への投資が活発になってきた。2015年度に北海道新幹線開業が迫り、観光やビジネス需要が伸びるとみているからだ。ただ、観光客が伸び悩む冬場の価格競争はすでに過熱気味で、地元のホテルの間では「部屋数はもはや過剰」と不安の声も強い。新幹線開業を前に一足早く淘汰が進む可能性も出ている。

 「新幹線開業は大きなチャンス。函館の外から来た立場で観光のてこ入れ策も提案したい」。ゴルフ場経営の恵庭開発(札幌市)の小岩宏年専務は意気込む。昨年8月に老舗の函館国際ホテルを買収した。ロビーなどを改修し、当面の改修費だけで5億円に上る。

 同社は同5月にもホテルリソル函館の信託受益権を取得したが、半年後に大手不動産業のケン・コーポレーション(東京・港)グループに売却。恵庭開発の柴田和徳会長は「受益権転売を持ちかける話は複数から相次いでいた」と明かす。ケン・コーポ側の担当者は「観光地として魅力も高く、新幹線で発展する可能性もある」と期待する。

 長年閉鎖されていた函館駅近くのホテルも不動産業のデュアルタップ(東京・品川)が取得し、昨年11月からホテルプロモート函館として開業した。投資の主な理由はやはり新幹線開業。同社は旅行会社と観光商品を開発する予定で、臼井貴弘社長は「東京から4時間を切れば、飛行機より列車を好む客層の需要が増える」と見る。

 新幹線開業に向けて函館では一時ホテルの進出が相次いだが、08年のリーマン・ショックを機に止まった。その後、東日本大震災を背景に売りに出るホテルが相次ぐ一方、投資先を物色する動きが広がりつつある。警戒感を強めるのは地元の業者だ。

 「部屋数を約150にすること。温泉を作らないこと」。函館のホテル業界は昨年11月、北海道旅客鉄道(JR北海道)にこう要望をした。同社は同9月、JR函館駅前に250室規模のホテルを建設する計画を地元に説明。地元のホテル業界が一斉に反発を強めていた。

 函館のホテル稼働率は夏場に8~9割を超すが、低迷する冬はネット予約向けを中心に価格競争が激しくなる。同駅前のホテル、ニューオーテもリーマン・ショック後は最安価格を約3500円に下げた。斎藤利仁社長は「今や2000円台も目立つ。大規模ホテルができれば、新幹線開業前につぶれるホテルも出る」と懸念する。

 道南の地域間でも競争が始まる。新駅ができる北斗市は駅前にホテルの誘致を進め、道内の2社が検討している。市幹部は「最低でも100室程度のホテルを誘致したい」と話す。新駅に近く、ラムサール条約登録湿地となった大沼(七飯町)にあるホテルも観光誘致戦略を強化する。

 他方、道南の観光業界は開業効果を高めようと、青森と連携した観光振興も進めている。函館ホテル旅館協同組合の遠藤浩司理事長は「東北や関東の需要を掘り起こす策を練りたい」と狙う。
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Old January 12th, 2013, 04:26 AM   #524
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JR East has a CM out for the E6:

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Old January 12th, 2013, 01:19 PM   #525
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Originally Posted by quashlo View Post
JR East has a CM out for the E6:

Didn't really go full hog like they did with the E5 ads huh
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Old January 12th, 2013, 09:26 PM   #526
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Well, the E6 is really only a big deal for Akita Shinkansen, and Akita is a relatively small market.
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Old January 15th, 2013, 08:29 PM   #527
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Fukui Prefecture segments of Hokuriku Shinkansen extension to break ground by March
http://www.fukuishimbun.co.jp/localn...ess/39307.html

Quote:
 昨年8月に着工した北陸新幹線20+ 件金沢―敦賀の建設に伴う地元説明会が一通り終了し、建設主体となる鉄道建設・運輸施設整備支援機構は年度末の3月末までに本格的な工事、設計などの発注に取りかかる。工事が長期にわたる新北陸トンネル、新九頭竜橋(仮称)の事業を先行させると同時に、ルートを確定する中心線測量に着手する。

 鉄道・運輸機構によると、2012年度第4四半期に発注見通しの事業は計21件。そのうち県内分では、すでに概要が発表されている新北陸トンネルの第1期工事を含む12件が発注される。

 福井県福井市北部の上野本町―寺前町の九頭竜川に架けられる新九頭竜橋(延長415メートル)は詳細設計を発注する。県内区間で100メートルを超える主要な橋は21本あるが、新九頭竜橋は唯一、線路の両わきを県道の上下線が走る構造になっていることや、九頭竜川の水量の増える6月中旬から10月中旬は工事が制限されることなどから工期が長引くため、優先的に発注する。

 同橋の工事は鉄道・運輸機構と県が一体的に行う。福井県の試算では工期は橋本体に約6年、線路や架線部分に約3年の計9年を見込んでいる。

 南越前町と敦賀市をつなぐ全長約20キロの新北陸トンネルの第1期工事は、南越前町奥野々から約4・9キロを掘削する。工期は5年10カ月で、県内区間としては初の工事となる。トンネル内の地下水の流れなどを2年で調べる水文調査、環境全般について1年で調べる環境調査も簡易公募型競争入札方式で発注する。

 県内区間を複数に区切って行う中心線測量は、2013年度内に終了する予定。

 県内ではこのほか、敦賀市内に建設される深山トンネルの環境調査も盛り込まれた。期間は約1年6カ月。

 県外では、石川県内の現業事務所の建築工事や防護柵の設置工事、中心線測量などが発注される見通しになっている。

鉄道・運輸機構は「あくまでも発注見通しなので追加発注や内容の変更がある可能性もある」としている。13年度1回目の発注見通しは4月に公表する予定。

The first construction work on the extension from Kanazawa to Tsuruga started in August of last year, and the bidding process and groundbreaking for the first segments in Fukui Prefecture will take place by March of this year. A total of 21 contracts will be finalized in the final quarter of FY2012 (January to March 2013), of which 12, including the Phase 1 of the 20 km Shin-Hokuriku Tunnel (新北陸トンネル), are located within Fukui. Also included is the 415 m Shin-Kuzuryū Bridge (新九頭竜橋) over the Kuzuryū Riverin northern Fukui City, which is the only one of the 21 bridges over 100 m in length within Fukui Prefecture to be designed with parallel roads on either side.
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Old January 16th, 2013, 08:40 PM   #528
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N700A boasts higher performance brakes to deal with earthquakes
http://www.yomiuri.co.jp/dy/national/T130113002683.htm

Quote:
The operator of Tokaido Shinkansen bullet trains will shift its long-running innovation priority from higher speeds to a shorter braking distance so that trains can better respond to major earthquakes.

Central Japan Railway Co. (JR Tokai)'s new model, called the N700A, features a braking system with a shorter stopping distance.

The N700A, which will be introduced in February, is the sixth series in JR Tokai's Shinkansen designs. The Tokaido Shinkansen will soon mark its 50th anniversary.

Until now, each new series has brought greater train speeds and shortened riding times. With the latest model, however, these factors will remain unchanged.

From Tokyo to Shin-Osaka stations, the new model's maximum speed will be 270 kph, the same as now, and traveling time will also not change, currently at two hours 25 minutes.

One company official said: "We pursued faster stopping times for the new train. We prioritized improved safety over higher speed."

Shinkansen trains have systems in place that apply emergency braking if strong earthquake tremors are detected.

According to JR Tokai, the N700A's braking distance is about 10 percent shorter than conventional models.

With its improved speed control device, the new model can also automatically maintain speeds close to the limits on each section of a line.

Even if service is disrupted, a delay in the bullet train's arrival can be minimized.

The Tokaido Shinkansen Line started operations in October 1964, just before the Tokyo Olympics. At the time, their bullet trains connected Tokyo and Osaka in four hours, compared with the 6-1/2 hours required on conventional train lines.

In 1965, bullet trains became full-fledged high-speed services, and travel time was reduced to three hours 10 minutes.

Later, technological upgrades, such as lighter train bodies, raised the maximum possible speed, which resulted in even shorter travel times.

The speed limit on the Tokaido Shinkansen Line is currently 270 kph. The 300 series introduced in 1992 shortened the journey to 2-1/2 hours.

Since then, the travel time has been reduced by only five minutes.

Because the line has many curves, it is difficult to increase the train's speed. The company must also consider noise pollution as the trains run through densely populated areas.

The plan to build the Linear Chuo Shinkansen Line, whose maximum speed will be 500 kph, has caused the company to end its half-century-long tradition of raising trains' maximum speeds.

Under JR Tokai's plan, the linear line will start services from Tokyo to Nagoya in 2027, and in 2045, it will connect Tokyo and Osaka in one hour seven minutes.

Nobuyuki Sato, a traffic affairs commentator, said, "On the Tokaido Shinkansen Line, higher speeds and shorter travel times are no longer necessary."

On the Tohoku Shinkansen Line, which has many straight sections, the practice of raising trains' maximum speeds will continue.

East Japan Railway Co. (JR East) plans to run its trains at a maximum speed of 320 kph, which will be a record in the nation, to connect Tokyo and Shin-Aomori stations in two hours 59 minutes--11 minutes shorter than now.

JR East aims to raise the maximum speed on the Shinkansen lines to 360 kph in the future.

English language article on the N700A…
I believe right now, the JRs use their own seismographs for the earthquake detection system, but I remember reading not too long ago that they were looking to tie this into the JMA’s 緊急地震速報 system.

With their debut in February approaching fast, JR Central has already begun testing the N700A units on the Tōkaidō Shinkansen.

Unit G2 at Kyōto Station (2013.01.08), together with Doctor Yellow (Unit T5):



Same day at Tōkyō Station:

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Old January 16th, 2013, 08:42 PM   #529
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Kawasaki Heavy Industries considers exporting 700 series Shinkansen to Russia, Eastern Europe
http://sankei.jp.msn.com/economy/new...1150000-n1.htm

Quote:
 川崎重工業は16日、東欧とロシアに高速鉄道車両の輸出を検討していることを明らかにした。東海道新幹線で運行される「700系新幹線」をベースとした高速鉄道車両などの輸出を目指す。川崎重工は、国内の新規鉄道車両需要が伸び悩むなか、鉄道車両市場が年率2割以上の伸びを続けるロシア・東欧向けなど海外での受注で補い、事業拡大につなげたい考えだ。

 日系鉄道車両メーカーのロシア、東欧への高速鉄道車両の輸出は初めて。東欧では、ルーマニアとハンガリーの2カ国の間で総延長約900キロメートルの高速鉄道計画があり、2020年(平成32年)から入札が本格化するとみられる。ロシアでも新路線構想があり、こうした計画の実現性や事業採算性などを見極めて、輸出の可否を最終判断する。

 川崎重工は、これまでアジアや北米向けを中心に鉄道車両輸出を強化。昨年5月には、台湾高速鉄道から高速鉄道車両を48両、8月にはシンガポールの地下鉄132両を相次いで受注した。ただ長期的に、事業売上高を3千億円まで引き上げる計画を掲げる中、目標を達成するには新市場開拓が欠かせないと見て、ロシア、東欧への輸出を狙う。

川崎重工は、海外の大型案件と期待する米カリフォルニア州やベトナムなどの高速鉄道計画で、資金問題などを背景に事業に遅れが生じ、鉄道車両事業の売上高は平成24年度見込みで1300億円と、3年前に計画した目標値に対して300億円も下回っている。
The railcar market in Russia and Eastern Europe is continuing to show over 20% annual growth, and Kawasaki is interested in tapping into this potential. In particular, in Eastern Europe they are looking at a proposed 900 km line connecting Romania and Hungary, where contracts are scheduled to be awarded starting in 2020, while there are various new high-speed lines proposed in Russia. Kawasaki will look at the likelihood and profitability of these projects before making a final decision, but if they move forward and are successful in winning contracts, this would be the first time a Japanese railcar manufacturer supplied HSR rolling stock to Russia and Eastern Europe.

This new has yet to be corroborated by sources other than Sankei, so not sure what exactly they mean by “700 series Shinkansen”… I suspect this is really just the efSET.
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Old January 21st, 2013, 09:02 PM   #530
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Abe markets Shinkansen to Thailand in PM talks
http://e.nikkei.com/e/fr/tnks/Nni20130118D1701A18.htm

Quote:
BANGKOK (Nikkei)--Prime Minister Shinzo Abe met with his Thai counterpart here Thursday to promote Japan's bullet train technology for a planned local high-speed rail network.

"We want to contribute to developing infrastructure in Thailand," Abe told Prime Minister Yingluck Shinawatra. The two agreed to expand bilateral trade and investment in such areas as flood prevention, railway construction, satellites and information technology.

Abe discussed the shinkansen bullet trains, to which Yingluck expressed interest, describing her own experience riding one in the Kyushu region while visiting Japan last year.

Thailand plans to construct four high-speed railway lines connecting Bangkok and the northern province of Chiang Mai, among other regions. The Thai government will conduct international bidding to select firms for the projects, which are expected to cost a total of 400 billion baht, or around 1 trillion yen.
Thanks to ukiyo for finding the English-language article.
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Old January 21st, 2013, 09:03 PM   #531
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JIC completes pre-feasibility study for Johannesburg – Durban high-speed line
http://www.engineeringnews.co.za/art...ent-2013-01-21

Quote:
The development of a high-speed rail link between Johannesburg and Durban could potentially remove between 1.9-million tons and 3.6-million tons a year of freight volumes off South Africa’s roads, a prefeasibility study (PFS) has found.

Speaking at the second South Africa–Japan Railway conference, in Midrand, on Monday, Japan International Consultants for Transportation technology headquarters senior manager Yoshimasa Sakon said that, by 2050, the current Johannesburg–Durban rail system would carry freight volumes of 600 000 t/y.

However, with the development of a R160-billion high-speed rail route, based on Japan’s Shinkansen rail, the volume could reach between 2.5-million and 4.2-million tons a year.

The study, which was undertaken from August 2011 to February 2012, compared three routes from Johannesburg to Durban, including a railway running parallel to the current system, navigating through Newcastle.

The high-speed rail development could reduce travelling time for passengers to three hours, travelling at 300 km/h, from morning to late evening, while freight transport time could be reduced to five hours, at 160 km/h during the night.

Sakon also pointed out that a passenger high-speed rail system – with a 600- to 900-person capacity on an 8- to 12-car configuration – between the two cities could potentially carry 15 000 to 17 000 travellers a day by 2025, and between 33 000 and 38 000 a day by 2050.

This was compared with the current forecast of 600 000 train travellers, 2.2-million vehicles and 3.9-million air travellers expected to travel between Johannesburg and Durban each year by 2050.

Further, the PFS revealed that the project had the potential to reduce carbon dioxide emissions to between 900 000 t/y and 1.8-million tons a year and nitrogen oxide emissions by between 3 000 t/y and 7 000 t/y by 2050.

The Tambo Springs inland port was revealed as the most cost-effective and environment-friendly location for a Johannesburg-based freight station, while Germiston station proved the most viable passenger station ahead of Johannesburg station and Marlboro station, said Sakon.

The study found that, should the proposed project advance, it would result in economic development, social upliftment, job creation, a reduction in road accidents and less stress on the country’s already strained roads.

The link was expected to partially open in 2020 with an initial Phase 1, 100 km “airport” access link between King Shaka International Airport and Pietermaritzburg. Phase 2 would see the development completing the 500 km link between Pietermaritzburg and Johannesburg.

Sakon noted that a number of approvals were still required to move the project forward, including the Department of Transport’s (DoT's) authorisation to embark on a feasibility study.

DoT deputy director-general Dr Lanfranc Situma said the department was currently examining the study and would present it to Cabinet once it had determined the benefits the project could hold for South Africa.

JAPAN COMMITS TO SA RAIL DEVELOPMENT
The release of the PFS comes as a South African delegation to Japan last week secured commitment from the Asian country to invest in South Africa’s rail industry, while ensuring sufficient skills transfer.

Portfolio Committee on Transport chairperson Nozabelo Bhengu said on Monday that Japan’s advanced rail technology and expertise and South Africa’s ambitious modernisation programme provided an opportunity for the countries to collaborate and cooperate on development of South Africa’s outdated railway system.

However, she noted that South Africa would not buy or develop the required technology without assurance that it would help tackle the country’s social challenges, enable skills transfer, boost investment and ensure economic development, job creation and local beneficiation.

Bhengu said Japan’s Ministers “understood” South Africa’s requirements and agreed that, should Japan invest, it would work towards ensuring South Africa reaps sustainable benefits, particularly in terms of skills transfer.

The delegation, led by Bhengu and comprising chairpersons from the portfolio committees on Public Enterprises and Economic Development, on Sunday completed a week-long tour of Japan’s railway systems, while meeting with government and private rail companies to analyse the link between transport and economic benefits.
JIC (Japan International Consultants for Transportation) is a consulting JV between JR East (53%), JR West (20%), Tōkyō Metro (20%), and six other Japanese railway operators (JR Kyūshū, JR Freight, Tōkyū Corporation, Keihan Electric Railway, Seibu Railway, Keiō Corporation, and the Ōsaka Municipal Transportation Bureau, each with a 1% share).
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Old January 21st, 2013, 09:04 PM   #532
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E6 in the snow on the Tazawako Line (2013.01.17):



They had a press-only invitation test ride yesterday (2013.01.21) between Ōmiya and Sendai. No videos but here’s some pictures at Ōmiya from Sankei:





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Old January 23rd, 2013, 10:19 PM   #533
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JR East to begin construction of new station tenant building at Nagano Station
http://www.shinmai.co.jp/news/201301...I090006000.php

Quote:
 JR東日本長野支社(長野市)は21日、長野市が進めるJR長野駅善光寺口(西口)駅前広場の整備事業にあわせ、新しい駅ビル建設を始めると発表した。今月下旬に着工し、北陸新幹線金沢延伸開業を見据えて2014年度末に全面オープンする予定。

 新駅ビルは3階建てで幅約120メートル、奥行き約30メートル。延べ床面積は約9600平方メートル。既存の駅ビル「MIDORI(ミドリ)長野店」と「ホテルメトロポリタン長野」の間に建設する。飲食施設など8店舗が入居する商業ビル「ティリア」や、駅前のドラッグストアなどは取り壊す。総事業費は明らかにしていない。

 外観はガラスを多用し、市が新駅ビル前に整備する大きなひさしや列柱と調和するよう、格子を主題にしたデザインにする。1階は公衆トイレや交番などの公共機能を用意し、2階の東西自由通路上は吹き抜けに、3階部分には地域住民も利用できるスペースなどを設ける。入居する店舗や店舗数は決まっていない。

 同時に、駅北側にある平面駐車場を4階建てに立体化し、駐車台数を約140台から約310台に増やす。

 今月下旬、新駅ビルに隣接する駅舎内などで仮設工事を始め、4月に本体工事に着手。駅舎2階の東西自由通路と駅前広場を結ぶエスカレーターも整備し直すため、仮通路を設ける。4月から14年度末の完成まで「ミドリ口改札」は閉鎖する。

JR長野支社によると、長野駅の乗降客数は1日当たり約4万2千人。「長野の顔となる長野駅が(金沢延伸後に)通過駅とならないよう拠点性を高めたい」としている。
This is in preparation for the Hokuriku Shinkansen extension to Kanazawa. The building will be located at the station’s Zenkōji Exit (West Exit), and will be built in conjunction with the improvements to the Zenkōji Exit station plaza. Total building floor area will be about 9,600 sq m, sandwiched between the existing station tenant building (MIDORI Nagano) and JR East’s Hotel Metropolitan Nagano. The existing retail building at the site will be demolished to make room for the new building, which will feature a glass exterior with a lattice design. Other work will require replacing the east-west public passage at level 2 of the station. Grand opening will be in late FY2014, in time for the opening of the extension.

In other news at the station, the surface parking at the north side of the station will be replaced with a four-story garage, increasing capacity from 140 spaces to 310 spaces.

Render:

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Old January 24th, 2013, 09:36 PM   #534
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New Jōetsu Station on Hokuriku Shinkansen will use geothermal heat pumps to melt snow
http://www.nikkei.com/article/DGXNZO...20C13A1L21000/

Quote:
 上越市などは2015年春に開業予定の北陸新幹線上越駅(仮称)前に、地中熱を使った融雪装置を導入するための事前調査を始めた。年間を通して温度が一定の地中熱を地下水の代わりに利用する。市は新幹線の新駅周辺で土地区画整理事業を進めており、融雪装置を新エネルギー利用の象徴とし、雪国・新潟の新産業育成にもつなげる。費用や効果を検証し、2013年度中にも事業化を目指す。

 地中熱は地下にパイプを通し、熱交換技術を使って冷暖房に利用する仕組み。駅前の歩道や屋根に融雪装置を設置すれば、地中の熱で雪や氷を溶かすことができる。

 現在、県内企業などで構成する新潟県地中熱利用研究会と県などが上越市内の地質を調査中で、実際にどの程度の地中熱を利用できるか試算する。3月までに調査を終えて上越市が導入を目指す。県が雪国型再生可能エネルギーの地産地消を目指すモデル事業として、国の助成も含め1500万円弱を調査に補助している。

 融雪装置は散水式が一般的だが、地下水をくみ上げる必要があるため、地域によっては地盤沈下の恐れがある。上越市は一部地域で新規の井戸掘削を制限している。地中熱利用は工事費用などコストが割高となりがちだが、地下水の保全につなげられる。

 地中熱を利用する場合、地下水量の変動で熱交換効率が変わるため、導入にあたっては事前の調査が必要となる。ただ、こうしたノウハウを積んで導入事例が増えれば、新エネルギーを使った地元企業の振興にもつなげられるとみている。

 北陸新幹線は県内では上越市と糸魚川市に新駅が設置される。上越市内の駅はJR脇野田駅のすぐそばに新築され、2015年の開業を目指して現在駅舎を建設中。周辺には商業施設などを誘致する考え。新駅の名称は今春にもJR東日本が決定する。
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Old January 24th, 2013, 09:37 PM   #535
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More pictures from the press-only invitation test ride on the E6:
Source: http://rail.hobidas.com/blog/natori/















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Old January 25th, 2013, 11:36 PM   #536
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JRTT moves forward with elevated design for Kucchan Station segment
http://www.hokkaido-np.co.jp/news/economic/436429.html

Quote:
 北海道新幹線の札幌延伸で、建設主体の鉄道建設・運輸施設整備支援機構(鉄道・運輸機構)が、現計画で半地下となっている倶知安駅周辺の新幹線区間約1・3キロを高架化する方向で検討に入ったことが24日、分かった。後志管内倶知安町と道の要望を受けたもので、同機構は今後、環境影響評価(アセスメント)などを経て、国交省に計画変更を申請する見通し。整備新幹線の工事で、着工認可後に地元の意向で計画変更となるのは初めて。
Original design for the track near the station, located on the Sapporo extension of the Hokkaidō Shinkansen, was half-underground / trench. After requests from the local government (Kucchan Town, Shiribeshi Subprefecture), they will now redesign about 1.3 km of the alignment as a viaduct, and will now work on going through the environmental assessment and approvals process with the MLIT.
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Old January 26th, 2013, 07:04 AM   #537
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Quote:
Originally Posted by quashlo View Post
JRTT moves forward with elevated design for Kucchan Station segment
http://www.hokkaido-np.co.jp/news/economic/436429.html



Original design for the track near the station, located on the Sapporo extension of the Hokkaidō Shinkansen, was half-underground / trench. After requests from the local government (Kucchan Town, Shiribeshi Subprefecture), they will now redesign about 1.3 km of the alignment as a viaduct, and will now work on going through the environmental assessment and approvals process with the MLIT.
Interesting. Apparently this is the first time an alignment has been changed due to local request after planning approval has been done. It seems the town of Kutchan was concerned a trench alignment would divide the town, while an elevated section is more permeable. Opposite thinking from SF peninsula communities (re. the CAHSR project), curiously.
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Old January 26th, 2013, 08:00 AM   #538
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Quote:
Originally Posted by k.k.jetcar View Post
Interesting. Apparently this is the first time an alignment has been changed due to local request after planning approval has been done. It seems the town of Kutchan was concerned a trench alignment would divide the town, while an elevated section is more permeable. Opposite thinking from SF peninsula communities (re. the CAHSR project), curiously.
It seems that the Japanese are familiar with the level of noise generated by the Shinkansen and have decided that it is fine, compared to the ignorants in the USA, who liken HSR to a jetplane on wheels. ("If it goes fast, it must be loud")
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Old January 27th, 2013, 12:05 PM   #539
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Do Japanese bullet trains have individual private cabins or rooms?

Such as the ones featured in the movie 'Inception'?



image hosted on flickr
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Old January 27th, 2013, 12:20 PM   #540
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No, no partitions on any Shinkansen.

Zairaisen do have sleeper cabins. And CRH also is experimenting with compartments.
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