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Old April 18th, 2013, 02:59 AM   #641
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Old April 22nd, 2013, 09:55 PM   #642
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JR Central to renovate Shinkansen infrastructure
http://www.japantimes.co.jp/news/201...infrastructure

Quote:
Central Japan Railway Co. (JR Tokai) plans to kick off major bridge and tunnel renovations on the Tokaido Shinkansen Line before its 50th anniversary next year.

The railroad will invest around ¥730 billion over 10 years to substantially extend the lifespan of the infrastructure, which was initially projected to last about 70 years.

By using new construction methods, the work can be done without suspending or slowing the trains, JR Tokai said.
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Old April 22nd, 2013, 09:57 PM   #643
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「スーパーこまち」快走 秋田新幹線、利用者が増加
http://www.nikkei.com/article/DGXNAS...3A410C1L01000/

As of 2013.04.16, it’s been one month since the debut of the E6 series Super Komachi for the Akita Shinkansen, and according to JR East’s Akita office, Akita Shinkansen ridership for the 30-day period ending 2013.04.13 reached approx. 164,000, an 8.6% increase (13,000 passengers) over the same period last year. The Komachi service currently runs 15 roundtrips between Akita and Tōkyō and one roundtrip between Akita and Sendai. Of these, four roundtrips are operated with E6 series trains as Super Komachi services, and comparing the ridership growth for the same time of day gives a 34.2% (12,000 passengers) year-over-year increase.

This is good news for the Akita Shinkansen, which recorded 2.11 million passengers in FY2011 but dropped below 2.00 million in FY2010 as a result of the Great East Japan Earthquake. The results for FY2012 are still being calculated, but it’s expected to be about 2.00 million.

All E3 series on the Akita Shinkansen are scheduled to be phased out by March of next year, at which point they will speed up to 320 km/h when traveling on the Tōhoku Shinkansen.

Ride inside an E6 set coupled with an E5 set (2013.03.17):

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Old April 24th, 2013, 09:59 PM   #644
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東海道新幹線の8割「N700A」に 15年度末までに
http://www.nikkei.com/article/DGXNAS...3A420C1TJ1000/

JR Central has finalized its plans to upgrade the existing 80 N700 series units to the same standard as the new N700A sets, including new braking technology (center-mounted brake discs) and more robust train control systems. The trains will then be rebranded with the new N700A logo.

The ¥23 billion upgrades will take place over the course of three years. This fiscal year (FY2013) will cover 32 sets, followed by 37 sets in FY2014 and 11 sets in FY2015. A total of 31 N700A sets are scheduled to enter service by FY2016, at which point over 80% of the stock on the Tōkaidō Shinkansen will be N700As or upgraded N700s.
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Old April 24th, 2013, 10:02 PM   #645
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県交通ビジョン:「新幹線新駅検討を」 有識者懇が答申
http://mainichi.jp/area/shiga/news/2...40372000c.html

On 2013.04.23, a working group of experts submitted its new Prefectural Transportation Vision plan, and it includes recommendations for investigation into a possible new station on the Tōkaidō Shinkansen.

If you remember the history of this debate, Shiga Prefecture was already making fairly tangible progress on constructing a new station (Minami-Biwako Station) on the Shinkansen southeast of Rittō Station on the JR Biwako Line (Tōkaidō Main Line), immediately east of where Prefectural Route 31 passes underneath the Shinkansen. In fact, JR Central had already begun some minor work starting in July 2006, including relocation of transformer substations, but there was some growing local opposition that cast some doubt over the fate of the project, and it was eventually shelved. The current Shiga Prefecture governor was actually elected partially on a platform to shelve the project, and she has been quoted as saying that the new station should be considered only after the Chūō Shinkansen opens, which will then free-up capacity on the Tōkaidō Shinkansen for shorter distance trips.

Station-to-station distances (km) on Tōkaidō / San’yō / Kyūshū Shinkansen:

Code:
Tōkyō
Shinagawa           6.8
Shin-Yokohama      18.7
Odawara            51.2
Atami              18.7
Mishima            15.9
Shin-Fuji          23.7
Shizuoka           32.4
Kakegawa           43.9
Hamamatsu          27.6
Toyohashi          35.3
Mikawa Anjō        38.6
Nagoya             29.2
Gifu Hashima       25.1
Maibara            41.1
Kyōto              68.1
Shin-Ōsaka         39.1
=======================
Shin-Ōsaka
Shin-Kōbe          32.6
Nishi-Akashi       22.2
Himeji             31.1
Aioi               20.0
Okayama            55.0
Shin-Kurashiki     25.8
Fukuyama           31.0
Shin-Onomichi      17.4
Mihara             10.5
Higashi-Hiroshima  30.9
Hiroshima          29.3
Shin-Iwakuni       44.2
Tokuyama           38.1
Shin-Yamaguchi     41.1
Asa                24.1
Shin-Shimonoseki   23.8
Kokura             20.7
Hakata             55.9
Hakata Minami       8.5
=======================
Hakata
Shin-Tosu          26.3
Kurume              5.7
Chikugo Funagoya   15.9
Shin-Ōmuta         11.8
Shin-Tamana        16.6
Kumamoto           21.9
Shin-Yatsushiro    31.8
Shin-Minamata      42.8
Izumi              16.0
Sendai             32.7
Kagoshima Chūō     35.3
New stations have been proposed on many of the longest distances:

Kurami (“Sagami New Station”) (51.2 km between Shin-Yokohama and Odawara)
Shizuoka Airport (43.9 km between Shizuoka and Kakegawa)
Minami-Biwako (68.1 km between Maibara and Kyōto)

Just based on distances alone (i.e., not considering population, ridership, or other factors), perhaps they could also consider the following stations:

Between Aioi and Okayama (55.0 km): Maybe somewhere near Inbe (伊部)?
Between Hiroshima and Shin-Iwakuni (44.2 km): A station near Miyajima-guchi would be interesting, as there would definitely be some tourism demand…
Between Kokura and Hakata (55.9 km): Maybe at the intersection with the Chikuhō Main Line or Chikuhō Electric Railway.
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Old April 25th, 2013, 08:03 PM   #646
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Surveying begins for Tsuruga extension of Hokuriku Shinkansen
新幹線の県内測量スタート ルート確定へ基準点設置

http://www.fukuishimbun.co.jp/localn...ess/42067.html

This is good news, as the first land surveying work for the 125 km, ¥ 1.16 trillion Kanazawa – Tsuruga segment of the Hokuriku Shinkansen began yesterday (2013.04.25) in Ueno Honmachi, Fukui City (福井市上野本町) along the right bank of the Kuzuryū River. Specifically, the JRTT, the construction lead for the project, began prepping for centerline surveying to determine the finalize the precise alignment of the line at this location, which will be the north end of the Shin-Kuzuryū Bridge, a joint Shinkansen and prefectural road bridge over the river. Similar surveying work will be done at approximately 200 locations in Fukui Prefecture into early July. After completion of the surveying work, groundbreaking could take place as early as sometime in FY2015.

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Old April 28th, 2013, 03:17 AM   #647
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I want to know what kind of tunnel will be built south of Fukui out to Tsuruga. The Hokuriku Tunnel is the longest non-Shinkansen land-based tunnel in Japan, and that was quite an engineering feat to build it in the first place; they'll need to build something almost as daunting between Fukui and Tsuruga, not to mention another long tunnel from south of Tsuruga to (probably) Ōmi-Shiotsu Station (the split of the Kosei Line and Hokiruku Main Line).

Last edited by sacto7654; April 29th, 2013 at 03:13 AM. Reason: correct wording
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Old April 28th, 2013, 08:00 PM   #648
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It will be known as the "Shin-Hokuriku Tunnel" (新北陸トンネル)... It will be 20 km long:
http://info.pref.fukui.jp/sokou/s-hinkansen/2-2.html
http://www.h-shinkansen.gr.jp/route1.html

Definitely among the longest in the Shinkansen network, but there are longer:

Hakkōda Tunnel (Tōhoku Shinkansen): 26,455 m
Iwate Ichinohe Tunnel (Tōhoku Shinkansen): 25,808 m
Iiyama Tunnel (Hokuriku Shinkansen): 22,225 m
Ōshimizu Tunnel (Jōetsu Shinkansen): 22,221 m

The Hokkaidō Shinkansen extension to Sapporo will also have a 26.5 km tunnel between Shin-Hakodate and Shin-Yakumo.
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Old April 28th, 2013, 08:31 PM   #649
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Quote:
Originally Posted by quashlo View Post
Hakkōda Tunnel (Tōhoku Shinkansen): 26,455 m
Iwate Ichinohe Tunnel (Tōhoku Shinkansen): 25,808 m
Iiyama Tunnel (Hokuriku Shinkansen): 22,225 m
Ōshimizu Tunnel (Jōetsu Shinkansen): 22,221 m
Shinkansen tunnels are long, but most of them not so deep: 540, 200, 325 and 1300 m respectively for the four tunnels cited above. I wonder if there are other tunnels in Japan deeper than 1000 m, beside the Shimizu tunnels.

The Seikan tunnel reaches 500 m under the ground for 53850 in length, the Shin Kanmom 460 m (18713 m in length), and the Rokko 440 m (16250 m in length). But the first two are also under the sea.

From your link the Shin-Hokuriku Tunnel will reach something around 400 to 500 m.
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Old April 28th, 2013, 09:15 PM   #650
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not so deep is 40-80 meters. 200 meters is quite deep.
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Old April 28th, 2013, 11:14 PM   #651
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Not for mountain tunnels (the Mont Blanc road tunnel for example reaches 2480 m).

Sure, a tunnel 80 m below a city in a flat area is extremely deep.
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Old April 28th, 2013, 11:14 PM   #652
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Originally Posted by coth View Post
not so deep is 40-80 meters. 200 meters is quite deep.
Not if you compare to Gotthard base tunnel which will be up to 2500 m below ground.
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Old April 28th, 2013, 11:36 PM   #653
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It will reach "only" 2315 m, but it is 5 times longer than the Mont Blanc tunnel.

Some tunnel depths can be found on it.wiki: http://it.wikipedia.org/wiki/Lista_d..._per_lunghezza

However much is said about tunnel lengths, but very few about their depths, which are equally if not more stunning (the Mont Blanc tunnel is half the Iiyama tunnel comparing the lengths, but 8 times deeper).
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Old April 29th, 2013, 01:19 AM   #654
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Originally Posted by Sunfuns View Post
Not if you compare to Gotthard base tunnel which will be up to 2500 m below ground.
It's not going down by 2,5 km. It's just a hill above it.
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Old April 29th, 2013, 01:23 AM   #655
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Is the depth of the tunnel of particular importance?
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Old April 29th, 2013, 03:31 AM   #656
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Speaking of the Hokuriku Shinkansen, I wonder what the line will be like west of Tsuruga?

I know there has been a LOT of debates on how this line will get back to Osaka, but I think in the end, JR West will use this solution:

1. There will be another long tunnel from south of Tsuruga to Ōmi-Shiotsu Station.

2. The new Shinkansen line will parallel the JR West Kosei Line, along with a new tunnel to get back to Kyoto itself.

3. The west terminus of the Hokuriku Shinkansen line will be at Kyoto, NOT Shin-Osaka.

4. Kyoto Station will be rebuilt to accommodate expanded JR "local" service, Kintetsu service and possibly allow access to Hankyu so there are plentiful means to get back to Osaka from Kyoto Station to accommodate Hokuriku Shinkansen travelers.
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Old April 29th, 2013, 09:26 AM   #657
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Is the depth of the tunnel of particular importance?
It can be, due to the crushing pressures of rock above the tunnel.

For instance, in some parts of the Gotthard Base Tunnel, the pressure from above caused the tunnel to close up again by up to half a metre.
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Old April 29th, 2013, 06:51 PM   #658
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For instance, in some parts of the Gotthard Base Tunnel, the pressure from above caused the tunnel to close up again by up to half a metre.
How did they fix this, and how did they solve it from occurring again, for example, while a train is going through it
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Old April 29th, 2013, 07:05 PM   #659
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Quote:
Originally Posted by StuZealand View Post
It can be, due to the crushing pressures of rock above the tunnel.

For instance, in some parts of the Gotthard Base Tunnel, the pressure from above caused the tunnel to close up again by up to half a metre.
This is actually a Yes and No question based on various variables.
The biggest question is how high the water table is and what is the composition of the tunnel lining.
If you are burrowing through granite and higher than the water table then there should be no problem no matter how deep you are since the weight above should diffuse through the arch shape of the tunnel.
Modern day boring machines shields the lining with waterproof resin and a concrete wall as it digs through but this becomes a tricky process if they are digging under the water table and mixed soil.
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Old April 29th, 2013, 09:26 PM   #660
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Fukui Prefecture pushes Wakasa route for Hokuriku Shinkansen
新幹線敦賀以西 若狭ルート整備を前面に

http://www.fukuishimbun.co.jp/localn...ial/42132.html

Fukui is pushing for this route as it puts more of the route in Fukui Prefecture, particularly the less accessible southern / western parts along Wakasa Bay, including Obama City. These parts are less developed than Tsuruga and Fukui, but a Shinkansen alignment would connect Obama City and Fukui City in about 20 minutes and potentially spur development in these areas. The Wakasa route does offer additional benefits over the other two routes (Kosei and Maibara) because it does not take capacity away from the Tōkaidō Shinkansen, although this comes at the price of a much higher cost.
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