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Old February 11th, 2013, 11:45 PM   #561
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Hakusan City lobbies for Hokuriku Shinkansen station on extension to Tsuruga
http://www.chunichi.co.jp/s/article/...101001483.html

Quote:
 2025年度末ごろの開業に向け着工中の北陸新幹線金沢―敦賀間をめぐり、石川県白山市内への新たな停車駅の建設を目指す期成同盟会の設立総会が11日、同市で開かれ、3月以降、JR西日本に理解を求めるとともに、国に現行の工事計画変更を認可するよう要望することを決めた。

 期成同盟会は、白山市と周辺の能美、野々市両市、川北町が発起人となり、地元の経済団体などが参加。森喜朗元首相が名誉顧問に就任し、県選出の国会議員らが顧問として加わっている。

 白山市によると、現行計画で、石川県内の停車駅は金沢と小松、加賀温泉の3駅。
The current plan for the extension from Kanazawa to Tsuruga calls for three stations in Ishikawa Prefecture: Kanazawa, Komatsu, and Kaga Onsen. Currently, Mattō Station in Hakusan City is a stop on the Hokuriku Main Line limited expresses, but as these would obviously be eliminated with the Shinkansen extension to Tsuruga, Hakusan City and the surrounding jurisdications of Nonoichi City, Nōmi City, and Kawakita Town are afraid of losing their intercity rail service.
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Old February 14th, 2013, 09:53 AM   #562
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FGT testing extends to Matsuyama
http://www.yomiuri.co.jp/e-japan/ehi...OYT8T01476.htm

Quote:
 レール幅の違う線路を車輪幅を変えて走れる軌間可変電車(フリーゲージトレイン)の試験走行が、JR予讃線多度津―松山間で始まり、松山駅で13日、記念式典が開かれた。新幹線と在来線の双方に乗り入れでき、実用化すれば関西圏や九州などへ乗り継ぎなしに行けるため、観光客が増えるなどと期待されている。

 試験走行は国の外郭団体が2011年12月から多度津―坂出間で始めている。今回は松山まで距離を伸ばして耐久性などを確認するため、12日から試験を始めた。3月15日まで1日1往復する予定で、乗車はできない。

 式典では、出席者が流線形の青い先端車両を見て歓声を上げた。県や各市町は早期導入を求めており、あいさつした野志克仁・松山市長は「身体障害者やビジネスマンにとって利便性を高め、地域活性化にもつながる。できるだけ早く実現したい」と意欲を見せた。

 同市の私立慶応幼稚園の園児約30人が招かれ、大川響生ちゃん(6)は「前がとがっていてかっこよかった。早く乗ってみたい」と笑顔を見せた。
Testing of the Free-Gauge Train on the JR Yosan Line in Shikoku began in 2011.12 between Tadotsu and Sakaide, but it has now be extended from Tadotsu all the way to Matsuyama starting on 2013.02.12. It will be running one roundtrip a day until 2013.03.15.

Ehime Shimbun video report of the ceremony at JR Matsuyama Station (2013.02.13):

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Old February 14th, 2013, 05:45 PM   #563
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Nice development indeed.

By the way, what do you guys think is the estimated time-frame before we Free Gauge Trains in Japanese railway lines??? (I mean as full production units, not as testing or for experimental purposes)
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Old February 14th, 2013, 09:53 PM   #564
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If what I understand from the Japanese Wiki page about the FGT is somewhat correct, then the next step in the process of the FGT is to build a pre-production model of the final train, to do even more testing. So I would guess that we within about 5 years might see some trains running on the lines in Japan, might be sooner but you never know.
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Old February 15th, 2013, 06:41 AM   #565
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The FGT train is aim to connect the zairaisen track and the shinkansen track in the future so they can make a bullet train that would be fit from zairaisen and shinkansen track?
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Old February 15th, 2013, 02:16 PM   #566
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They are considering using the FGT for the Nagazaki Shinkansen based on old posts.
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Old February 15th, 2013, 04:00 PM   #567
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Quote:
Originally Posted by riles28 View Post
The FGT train is aim to connect the zairaisen track and the shinkansen track in the future so they can make a bullet train that would be fit from zairaisen and shinkansen track?
Yes, the FGT allows a one seat ride for a passenger on both Shinkansen and zairaisen (1067mm) lines. Whether it will actually improve travel times compared to say, a cross platform transfer between a conventional shinkansen trainset and a 1067mm gauge tilting trainset, I don't know. With the current trainset design, there is no tilt feature, noise and vibration issues at very high speeds restricts top speed to 275km/h, and the extra weight of the variable gauge bogies (compared to conventional shinkansen bogies) results in increased wear on shinkansen tracks.
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Old February 15th, 2013, 08:34 PM   #568
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According to the English article on Wikipedia about the FGT then the middle car of the current test train have tilt feature, but who knows about the accuracy though.

The question is though, is it really worth it?
I mean, it may end up as a bad compromise between the two, like demanding more track maintenance, more train maintenance, noise, etc., so it have issues on both types of track. So it would be better to make it easier to change trains, like cross platform transfers and have synchronized arrival and departure times.
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Old February 16th, 2013, 11:52 AM   #569
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Platform doors coming to Nagoya Station on Tōkaidō Shinkansen
http://response.jp/article/2013/02/15/191304.html

Quote:
JR東海は、東海道新幹線の名古屋駅14~17番線に可動柵を設置すると発表した。

同社では2012年3月に東海道・山陽新幹線から300系車両が引退、扉位置がほぼ統一されたことに加え、新しい可動柵を技術開発したことから、ホーム上の安全性向上を図るため、新幹線ホームへの可動柵の設置を進めている。

今回、名古屋駅で2月から可動柵の設置工事を開始、2017年3月までに順次運用を開始する。工事費用は約14億円。

同社では今後、利用客の多いのぞみ停車駅を対象に設置を検討しており、次のステップとして京都駅への設置を検討している。

新幹線駅の可動柵は品川駅、新横浜駅、熱海駅に設置しており、東京駅では現在工事を開始している。大阪駅では3月16日から27番線で新しい可動柵の供用を開始する。
More details on this particular project to install platform doors on all four platforms (two island platforms) at Nagoya Station. With the retirement of the 300 series in March of last year, the existing fleet consists now consists only of 700, N700, and N700A sets, which means that the door positions are close enough that they can go ahead with installing more doors at the rest of the stations on the line (they already have them at Shinagawa, Shin-Yokohama, and Atami). Work at Nagoya Station will began this month, with each set gradually coming online one at a time until March 2017. Cost is approx. ¥1.4 billion.

The new Platform 27 at Shin-Ōsaka Station, which also has platform doors, will open on 2013.03.16.
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Old February 19th, 2013, 11:18 PM   #570
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Tottori, Matsue, Kyō Tango lobby for San’in high-speed route
http://www.chugoku-np.co.jp/News/Tn201302200003.html

Quote:
 鳥取市、松江市、京都府京丹後市の3市長は19日、下関から大阪まで結ぶ「山陰縦貫・超高速鉄道」の整備促進を図る市町村会議発足に向けた発起人会を鳥取市役所で開いた。

 発起人会では鳥取、島根両県をはじめ山口県や京都府など沿線7府県の市町村に参加を呼び掛けることを決めた。構想が持ち上がっている山陰新幹線に加え、リニアモーターカー整備も視野に入れる。国の全額負担に向けた説得力ある整備方式の提案も検討する。

 京丹後市の中山泰市長が昨年12月、鳥取市の竹内功市長、松江市の松浦正敬市長に会議の構想を打診していた。5~6月の発足を目指す。
The mayors of these three cities held a conference in Tottori City to establish a coalition of municipalities to lobby for a high-speed route through the San’in region from Kyōto to Shimonoseki. They are considering both conventional HSR (i.e., San’in Shinkansen) as well as maglev as potential technologies.
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Old February 19th, 2013, 11:19 PM   #571
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Reserved-seat tickets on first E6 Super Komachi sell out in 15 seconds
http://www.sakigake.jp/p/akita/news.jsp?kc=20130216l

Quote:
 来月16日に営業運転を開始する秋田新幹線の新型車両E6系「スーパーこまち」の指定席販売が16日、JR秋田駅など全国の「みどりの窓口」で一斉に始まった。上り、下りの一番列車の切符(計672枚)はいずれも、午前10時の発売開始から15秒で完売した。秋田駅では人気の切符を手に入れようと、約10人の鉄道ファンが未明から列をつくった。

 JR秋田支社は混雑を予想し、秋田駅中央改札近くに整理券を配布する専用窓口を設置。鉄道ファンは午前4時ごろから集まり始め、整理券配布が始まった午前5時半には10人の列ができた。同10時の発売直後、同支社の社員が整理券を受け取った15人の切符を優先的に確保した。

スーパーこまちは秋田—東京間を1日4往復する。同支社によると、同日販売した営業運転初日の切符のうちグリーン車は4往復とも完売。普通車は上下の一番列車、午前8時56分東京発秋田行き「スーパーこまち7号」以外は空席があるという。

駅員から整理券を受け取る鉄道ファンの男性=16日午前5時半、JR秋田駅
Sales of reserved-seat tickets for the E6 Super Komachi scheduled to debut on 2013.03.16 began at 10:00 am on 2013.02.16, one month before revenue start, at Midori no Madoguchi ticket counters across Japan. All 672 tickets for the first outbound train for Akita sold out in 15 seconds. According to JR East, all green car seats on the four roundtrips on the first day sold out, but there are still seats available in the standard cars (except for Super Komachi 7 departing Tōkyō at 8:56).

New JR East CM:



E6 promo courtesy of a railfan:

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Old February 19th, 2013, 11:20 PM   #572
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JR Central invites press to tour new Platform 27 at Shin-Ōsaka Station
http://www.sankeibiz.jp/business/new...1908014-n1.htm

Quote:
 JR東海は18日、新大阪駅で3月16日に供用を開始する東海道新幹線の新たなホーム「27番線」を報道陣に公開した。東海道新幹線の駅ホーム増設は昭和60年以来、28年ぶり。合わせて、同駅では初めてホームドアも設置。輸送力と安全性の向上を図る。

 新大阪駅では現在、4ホームで20~26番線の7線を運用している。今回は26番線の北側に1ホームを増設し、27番線を新設。さらに27番線には同駅初となるホームドアも設置。この日は27番線に試験車両が入り、停車位置やホームドアの開閉動作などを確認した。

 東海道新幹線の駅ホーム増設は旧国鉄時代に新大阪駅で20番線を追加した昭和60年以来で、同社発足後は初。同駅が東海道新幹線と直通運転する山陽新幹線の始発駅でもあるためで、新ホームで本数増や災害時のダイヤ早期復旧などに対応する。

同社の担当者は「新大阪駅は重要な結節点のため、利便性を大きく高める」と話した。

3月から供用を開始する新大阪駅の27番ホームには可動柵が設置されている=18日午後0時34分、大阪市淀川区
This will be the 7th platform at Shin-Ōsaka, and the first new platform at a Tōkaidō Shinkansen station in 28 years (of course there have been new stations opened since then). Trains also began using Track 27 to test stopping locations and the operation of the new platform doors. Work on station improvements began way back in 2007, and it’s just now wrapping up, but should streamline terminal operations and facilitate schedule recovery during service disruptions. According to Yomiuri Shimbun, the new platform and 2 new sidings (bringing the total to 4) will also permit JR Central to operate 10 Nozomi services an hour instead of the current 9. Perhaps they will finally make use of the extra capacity at Shinagawa?

Tour of the renovated and expanded concourse at the station, also part of the station improvements:

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Old February 20th, 2013, 08:02 PM   #573
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200 series Shinkansen set for final run
http://www.yomiuri.co.jp/dy/national/T130219004100.htm

Quote:
The 200 series Shinkansen, popular for a round nose similar to that of the nation's first generation 0 series, will make its farewell run in March.

East Japan Railway Co. will finish regular operations of the 200 series on the Tohoku and Joetsu Shinkansen lines when it revises timetables on March 16. Debuting in 1982, the series is the last surviving Shinkansen of those developed by the Japanese National Railways.

The 200 series has been in operation for more than 30 years, double the initial planned period, thanks to its tough body design suitable for areas with heavy snowfall.

The 200 series, popularly called "green wind" for its white body and green stripes, was developed based on the design of the 0 series to debut when the two northern Shinkansen lines began service in 1982.

As the lines run through areas with heavy snowfall, the 200 series is fitted with a snowplow. The series also is known for its jaunty appearance as the bottom part is covered with protective skirts to prevent snow from encroaching under the train.

"Compared to previous series, [the 200 series] was well equipped for running in snow," said JR East official Shinichiro Tajima, 59, who was involved in developing the trains. "We had a hard time right after its debut because it had many problems."

However, improvements to the series over the years eventually allowed it to achieve a maximum speed of 240 kph, from 210 kph at the time of its debut.

The 200 series' classic round nose is distinctive, as succeeding series have longer noses for better aerodynamics.

"I feel nostalgic seeing [the 200 series]," said a 42-year-old company employee from Musashi-Murayama, Tokyo, who often rode the train beginning in high school. "I'd like to see it again and remember it before its final run."

Of Shinkansen developed until the end of the Showa era in 1989, the 0 series ended its service in 2008, while the 100 series made its farewell runs in 2012. The 200 series will be replaced mainly by the E2 series, which boasts improved acceleration, JR East said.

===

Train survives quake

The 200 series came into the spotlight when the Niigata Prefecture Chuetsu Earthquake occurred in 2004, which recorded the maximum 7 on the Japanese intensity scale.

A 200 series train derailed in the quake while running more than 200 kph near the epicenter. The train, however, did not overturn despite the severe shocks and successfully made an emergency stop after 1.6 kilometers.

It was the first derailment ever for Shinkansen during commercial operations. However, all 154 passengers and crew members were unhurt, thus protecting the legendary safety of Shinkansen, which have never caused a fatal accident.

The train was able to stop without overturning because devices under its body were found to have held the rails.

"It was certainly a serious accident, but it was fortunate the incident occurred with the tough 200 series," said a transport ministry inspector at the time of the accident.

JR East learned from the accident, developing equipment that is attached to the chassis to prevent trains from being completely derailed even if they are hit by major quakes or other large shocks.

The railway company has now installed the device on all Shinkansen. "We've greatly improved our earthquake safety measures thanks to the 200 series," a JR East official said.

Railway enthusiasts look at a 200 series Shinkansen at JR Tokyo Station last week.


A 200 series Shinkansen that derailed in Nagaoka, Niigata Prefecture, during the Niigata Prefecture Chuetsu Earthquake in October 2004
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Old February 22nd, 2013, 12:22 AM   #574
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JR Central to introduce 18 additional N700A sets by FY2016 end
http://www.nikkei.com/article/DGXNAS...20C13A2000000/

Quote:
 東海旅客鉄道(JR東海)は21日、東海道新幹線の新型車両「N700A」について、2014~16年度で約880億円を投じ18編成を追加投入すると発表した。16年度末には全車両の約2割にあたる計31編成になる。既存の「N700系」の全80編成も新型車両と同じ機能を付加する改造を進めており、計8割でブレーキやダイヤ回復機能が最新式となる。

 N700Aは各年度に6編成ずつ投入し、現行で最も古い「700系」と入れ替える。1編成は16両で、日本車両製造と日立製作所に発注する。数量は今後詰める。16年度末の編成数はN700Aが31、N700系が80、700系が約20になる見通し。

 N700Aは東海道新幹線で約6年ぶりの新型車両。今月8日に営業運転を始めており、13年度末までに13編成(日本車両が10編成、日立が3編成)を投入する計画だ。

JR東海の山田佳臣社長は21日、「メーカーの製造ラインを確保する意味でも安定した投入ペースを維持する」と述べた。同社がまとめた東海道新幹線の輸送量(2月1~20日)は前年同期比6%増で、ビジネス、観光とも好調という。
Official press release:
http://jr-central.co.jp/news/release/nws001159.html

On 2013.02.21, JR Central announced that they have placed an additional ¥88 billion order for 18 N700A trainsets to enter service between FY2014 and FY2016 (6 sets each year, replacing 700 series sets). By FY2016 close, there will be a total of 31 N700A sets, comprising approx. 20% of the their Shinkansen fleet of 111 sets, and they will have completed upgrades to all 80 existing N700 sets to bring them up to the same standards as the N700A. There will be 20 700 series sets remaining by FY2016 close.

This order is in addition to the current order out for N700A sets, which calls for a total of 13 trainsets to enter service by FY2013 close (10 manufactured by Nippon Sharyō and 3 by Hitachi).

In other news, they will also be upgrading the existing washlets on their fleet to warm-water systems. Warm-water washlets are already in use on some of JR East’s Shinkansen fleet, but JR Central will be introducing them for the first time.

NHK news feature on the N700A:

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Old February 23rd, 2013, 04:18 AM   #575
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Sympathetic vibrations caused derailment during Great East Japan Earthquake
http://www3.nhk.or.jp/news/html/2013...701511000.html

Quote:
東日本大震災で、東北新幹線は1人のけが人を出すことなく強い揺れに対応したものの、乗客のいない試運転中の列車が脱線しました。
国の運輸安全委員会は、地震で発生した揺れの周期と、高架橋の特性が一致して「共振」し、揺れが増幅された結果、脱線した可能性が高いとする事故報告書をまとめました。

東日本大震災で東北新幹線は、乗客を乗せて走っていた27本の列車が、すべて脱線せずに停止し、けが人はいませんでした。
しかし、仙台駅付近の高架橋を試運転中だった乗客のいない10両編成の列車の4両目が脱線し、調査に当たってきた国の運輸安全委員会が、22日、事故報告書を公表しました。
それによりますと、付近の地震の揺れの特徴や、揺れに対する高架橋の特性を基に、コンピューターシミュレーションで当時の状況を再現した結果、地震の揺れに高架橋が共振し、揺れが増幅され、脱線が起きたとみられることが分かったということです。
現場の高架橋には、0.6秒から0.7秒の比較的短い周期の揺れで最も揺れやすくなる特性があり、この特性と、地震で発生した揺れの周期が一致したということです。
このため揺れが増幅され、新幹線の車輪が左右に振られ、レールに滑り上がるようにして脱線したとみられています。
新幹線の脱線は、平成16年の新潟県中越地震に伴う上越新幹線の脱線以来2例目ですが、共振によるとみられる脱線は初めてです。
運輸安全委員会は従来の地震対策が効果を発揮し、大きな被害はなかったとしたうえで、揺れの増大を抑える対策など、共振についての研究や技術開発が求められるとしています。
The article also has a video report.

The Transport Safety Committee has released its final report regarding the 10-car train undergoing test runs (no passengers, but 13 railway staff on board) on the Tōhoku Shinkansen viaduct near Sendai Station that derailed during the earthquake. The train was heading from the Shinkansen yard near Rifu to Sendai Station and was traveling at 72 km/h when the earthquake was detected at 14:47 and the operator activated the emergency brakes. The train had slowed to 14 km/h before four wheels on the fourth car derailed. After examination of pre-shocks and computer simulation analyses, they determined that the cause was sympathetic vibration between the seismic waves and the viaduct (0.6 s natural period) that multiplied the shaking and shifted the train wheels left and right until they slipped up and over the rails. This is only the second Shinkansen derailment, the first being on the Jōetsu Shinkansen in 2004 during the Chūetsu Earthquake in Niigata Prefecture, where the failure mechanism was shaking that caused the entire train body to lift up.
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Old February 28th, 2013, 09:34 AM   #576
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LDP considering accelerating planned Shinkansen extensions
http://www.nikkei.com/article/DGXNAS...20C13A2PP8000/

Quote:
 自民党の整備新幹線に関する調査会(町村信孝会長)は27日の会合で、北海道(新函館―札幌)など整備新幹線3区間の工期短縮策について協議した。財源確保や技術的な課題について12月までに対策をまとめ、2014年度以降の予算で増額を目指すことで一致した。

 3区間の完成予定は北海道が35年度、北陸(金沢―敦賀間)が25年度、九州(諫早―長崎間)が22年度。町村会長は「工期を半分に短縮する政治的判断が必要だ」と述べ、政府に働きかける考えを示した。この3区間は昨年着工したが、民主党政権が1年当たりの事業費を抑えるために通常より工期を延ばした経緯がある。
The extensions in question are the Shin-Hakodate – Sapporo section of the Hokkaidō Shinkansen (opening FY2035), the Kanazawa – Tsuruga section of the Hokuriku Shinkansen (opening FY2025), and the Isahaya – Nagasaki section of the Kyūshū Shinkansen (opening FY2022). These segments broke ground last year, but the DPJ administration extended out the construction timeline in order to minimize the annual investment. Now a special committee of LDP members wants to halve the construction timeline. The MLIT is less optimistic about accelerating the projects, though, particularly for the Hokkaidō and Hokuriku segments that include tunnels over 10 km long. The Hokuriku Shinkansen extension also requires them to incorporate snow measures into the variable-gauge train (FGT) currently undergoing running tests, so an opening earlier than FY2025 is also a bit problematic there.
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Old February 28th, 2013, 09:49 AM   #577
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Quote:
Originally Posted by quashlo View Post
These segments broke ground last year, but the DPJ administration extended out the construction timeline in order to minimize the annual investment. Now a special committee of LDP members wants to halve the construction timeline. The MLIT is less optimistic about accelerating the projects, though, particularly for the Hokkaidō and Hokuriku segments that include tunnels over 10 km long.
Nine women cannot make a baby in one month.

Does the lack of extra difficulties on Nagasaki Shinkansen mean that this one can be halved in time? 2022...2013 means half of 9 years - 2017...2018?
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Old February 28th, 2013, 08:56 PM   #578
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Global experience shows that pretty much any line could be built in 7-10 years. Exception might be fragments containing ultra long tunnels (30+ km). The question of course is how much would it cost...
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Old March 2nd, 2013, 04:35 PM   #579
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Quote:
Akita Shinkansen train derails, no one injured

AKITA, Japan, March 2, Kyodo

A bullet train derailed Saturday evening on the Akita Shinkansen Line, a branch line which shares a regular track with other trains in northeastern Japan, its operator East Japan Railway Co. said.

About 130 passengers were aboard the train when the first car of the six-car train derailed, but none was injured in the accident which occurred around 4:05 p.m., the company said. A train driver heard an abnormal noise while running on a snowy track in Daisen, Akita Prefecture, and brought the train to a stop, it said.

The Japan Transport Safety Board said it will send officials to the site between Jinguji Station and Kariwano Station to investigate the accident. There was a heavy snow warning in the area at the time of the accident, according to a local observatory.
KYODO




FNN News report:


More images on NHK news web.
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Old March 3rd, 2013, 02:01 AM   #580
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Is that a narrow gauge train?
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