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Old September 11th, 2016, 02:15 PM   #1881
loefet
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Quote:
Originally Posted by luacstjh98 View Post
Will 2 platforms at Sapporo station be enough to serve the planned Shinkansen service?
Adding to the posts of Coccodrillo and Heavenly Field.
There are several things to consider for this stretch. To make it simple then there is one good example to compare the Tohoku-Hokkaido Shinkansen with, and that is the Tokaido-Sanyo Shinkansen. Both will server a line of just over 1000 km, both will have trains going the complete distance and have a travel time of about 5 hours between terminals. The only real difference is that there is one massive metropolitan area on the Tokaido-Sanyo Shinkansen in the middle of it, but disregarding that then they are pretty similar.

As of today (according to Japanese Wikipedia) then there are a maximum of 5 trains/hour that travel the full distance between Tokyo and Hakata.
And if you assume that it would take about 15-20 minutes on one platform from one train to arrive until it's cleared for the next one to arrive (arrive, unload passengers, clean the train, reload new passengers and then leave space for the next train).
Then you could easily fit 6-8 trains/hour on just two platforms, which would cover the necessities of how many trains that are needed to cover the very similar amount of trans that are running the whole distance between Tokyo and Hakata.
Though my guess is that they might not need to have that many trains for some time at least.

Then there are also other things to consider, such as will there be a stabling area near the station, and if they were to have it to the east of the station then they could relocate the cleaning to that area instead, meaning that one platform will work for arriving passengers where as the other only for departing passengers, then you could theoretically run a few more trains/hour, considering the short stopping patterns on Shinkansen trains.
Meaning that they could cover most option for long distance trains and more local ones (Sapporo to Shin-Aomori) with only 2 tracks.
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Old September 11th, 2016, 04:23 PM   #1882
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The east end option is by far the most realistic and cost effective. The area is underdevolped and frankly desolate- mainly parking lots which take up the former site of Nittsu et al that once shipped parcels by rail. A two track platform would be adequate for services, which I reckon would be 4-6 tph at the most. What is important is that a consensus is formed quickly and a firm plan instituted- there are rumors that big retailers (namely Isetan) are waiting on a final decision so that they can go ahead with opening a Sapporo branch adjacent.
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Old September 14th, 2016, 02:54 AM   #1883
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If they extend the Hokkaido Shinkansen beyond Sapporo, the most likely destination is Asahikawa.
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Old September 25th, 2016, 11:24 AM   #1884
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Japan Railway Journal 22



The episode is focused on the maintenance work on the Tokaido Shinkansen, tracks and trainsets. Very interesting for those who wants to know more about the quality on the line.
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Old September 26th, 2016, 03:30 AM   #1885
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Ōita Prefecture begins push for East Kyūshū Shinkansen route
https://www.oita-press.co.jp/1010000...1/JD0054956539

There is an existing liaison group of Ōita, Fukuoka, Miyazaki, and Kagoshima Prefectures together with Kita-Kyūshū City that has been lobbying to get the project moving, but Ōita Prefecture will also establish its own group to help push for the project, including city, town, and village leaders and local trade and tourism industry groups.

Estimated total cost of the project would be ¥2.673 trillion. Even assuming a conservative financial outlook (completion in 2060, declining population), the benefit–cost ratio is still estimated at 1.07 after 50 years of operation.

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Old September 26th, 2016, 04:15 AM   #1886
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Quote:
Originally Posted by quashlo View Post
Ōita Prefecture begins push for East Kyūshū Shinkansen route
https://www.oita-press.co.jp/1010000...1/JD0054956539

There is an existing liaison group of Ōita, Fukuoka, Miyazaki, and Kagoshima Prefectures together with Kita-Kyūshū City that has been lobbying to get the project moving, but Ōita Prefecture will also establish its own group to help push for the project, including city, town, and village leaders and local trade and tourism industry groups.

Estimated total cost of the project would be ¥2.673 trillion. Even assuming a conservative financial outlook (completion in 2060, declining population), the benefit–cost ratio is still estimated at 1.07 after 50 years of operation.

This would be interesting, a virtual Shinkansen loop line going around Kyushu.
The connection through the east side of Kyushu by train was always a joke and most people used cars for transit so there maybe a possibility if they can keep the price low enough.
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Old September 26th, 2016, 09:24 AM   #1887
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Snakes on a Train!

Hiroshima Bound Shinkansen Nozomi 103 was forced to stop after discovering a 30cm python

http://ryukyushimpo.jp/kyodo/entry-364302.html
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Old September 27th, 2016, 03:55 AM   #1888
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By the way, has JR East said anything about when will they finally retire the E4 Series Shinakansen trainset? I expect that to happened probably by the fall of 2017 at earliest.

When that happens, watch for possibly the maximum speed of the entire Jōetsu Shinkansen line to be increased. Since the entire Jōetsu line will be a mix of newer-build E2's, E7/W7's and likely eventually the E5, the speed limit will likely be raised from 240 km/h to 260 km/h. This may likely cut a number of minutes of travel time on both the Jōetsu and Hokuriku Shinkansen trains.
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Old September 27th, 2016, 06:32 AM   #1889
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Is there any chance we'll see another double-deck Shinkansen in the near future?
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Old September 27th, 2016, 10:17 AM   #1890
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Speaking of double deck Shinkansen EMUs -

I remember the 0 series and 100 series had double-decker cars. Is it possible we could see TGV Duplex or E4-like sets, or would they be too dangerous to run with the tilting operations on the Tokaido?
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Old September 27th, 2016, 07:05 PM   #1891
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JR Hokkaidō has published ridership data for the first six months of the Hokkaidō Shinkansen:
http://www.jrhokkaido.co.jp/press/2016/160926-4.pdf

Ridership for the six-month period (March 26 – September 25) was 1.435 million, coming out to about 7,800 average daily passengers (177% over last year, when service was provide by conventional lines).

Ridership on Hayabusa and Hayate trains between Shin-Aomori and Shin-Hakodate–Hokuto (this year), compared to conventional line between Naka-Oguni and Kikonai (last year):

Overall performance:

Code:
                      OUTBOUND             INBOUND               TOTAL
                ===================  ===================  ===================
                 2016   2015  Ratio   2016   2015  Ratio   2016   2015  Ratio
                =====  =====  =====  =====  =====  =====  =====  =====  =====
Daily average   4,000  2,200   180%  3,800  2,200   175%  7,800  4,400   177%
-----------------------------------------------------------------------------
Daily average          1,900   212%         1,800   207%         3,700   209%
 without over-
 night trains
Utilization by seat class:

Code:
                          OUTBOUND                       INBOUND                       TOTAL
                ============================  ============================  ============================
                Standard  Green  Gran  Total  Standard  Green  Gran  Total  Standard  Green  Gran  Total
Daily average      41%     32%    39%   40%      39%     32%    36%   38%      40%     32%    38%   39%
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Old September 27th, 2016, 07:07 PM   #1892
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There will be no double deck Shinkansen rolling stock made anymore, especially for the Tokaido Line. JR Tokai has standardized on 16 car single level consists as it fits the operating profile of the line. In fact, outside of France, single level high speed trainsets are the favored standard.
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Old September 28th, 2016, 07:11 PM   #1893
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For the first time, JR Hokkaidō invited the press to view maintenance work being conducted on the dual-gauge tracks inside the Seikan Tunnel:



Maintenance work takes place daily between 1:00 AM and 3:30 AM and includes inspection of the rail and fastening systems for wear or damage. In comparison, they usually have about 6 hours or so on Shinkansen-only tracks, but because the tunnel is shared with freight trains, some of which run in the very early morning and late evening, they have substantially less time to carry out the work here.

Currently, they are also upgrading the insulators with a taller (thicker) plate to protect the integrity of the track circuit system. This comes after an incident in April where a Shinkansen train was forced to come to an emergency stop due to metal fragments that had fallen onto the track, creating a "ghost train". Due to the time limits, the workers can only complete maintenance on about 20 m of track a day.
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Old September 28th, 2016, 11:33 PM   #1894
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In the Gotthard Base Tunnel, which also has mixed traffic but on a single gauge and has two single track tubes, maintenance is done three nights a week on one tube only, each time with a total closure of one tube of 6 to 8 hours and traffic going on in the other.

The Seikan tunnel has a double track tube, which seems less ideal form maintenance although this give more room to work. Closing one track and continue oepration on the other is more difficult and dangerous.

Thanks also for the traffic statistics. The Seikan tunnel now has the same passenger traffic as the existing Gotthard tunnel (7.800 a day vs. 9.000). However, when the Gotthard motorway and the low cost airlines didn't exist, rail traffic averaged 20.000 a day. Freight traffic on the Gotthard averages 15 million net tonens a year, but I didn't found a figure for the Seikan.
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Old September 28th, 2016, 11:53 PM   #1895
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A bit naive question perhaps, but why is the maintenance needed that often? To a nonspecialist like me it sounds like not a very resilient system...
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Old September 29th, 2016, 02:49 AM   #1896
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It's probably less about "need" and more about doing the work in the most efficient and cost-effective way. They probably only have a small number of experienced maintenance staff capable of performing this type of skilled work. So you just put the same crew out there every day and they do a specific routine of tasks for some distance of track a day. Once they finish the entire line, they go back and start over again.

If JR Hokkaidō had a much larger Shinkansen network, there would probably come a point where they could look at automating some of the inspection by using specialized inspection trains similar to the Doctor Yellow or East i sets used on the Tōkaidō / San'yō and Tōhoku lines. That's how they originally tested the line before opening, by borrowing the East i set from JR East.
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Old September 29th, 2016, 11:13 AM   #1897
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High-speed passes, mostly Tōhoku Shinkansen E5 / E6:

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Old September 29th, 2016, 03:46 PM   #1898
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Old October 1st, 2016, 12:14 PM   #1899
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JR Central Annual Report 2016

From April 2015 to March 2016 (FY2015) JR Central income 1,175.2 billion yen (+ 4.3%) for tickets in its Shinkansen trains, there were 162.87 million passengers (+ 3.5%) and 52,166 million passengers-kilometers (+ 4.1% ); with an average journey of 320 km and an average income of 7,210 yen per passenger (€ 63.52) and 22.53 yen per passenger-km (19.85 cents €).
Rolling stock: 133 trains (28 trains 700C series, and 80 N-700 25 N-700A). In FY2020 will be 80 N-700 51 N-700A.
Source: Annual Report 2016

There is something I do not understand. On page 43 of the Annual Report 2016 puts the Shinkansen rolling stock traveled 981 million km, which is divided by 133 trains an average of 7.38 million km each train, which would be 20,153 km daily, for which it would take almost 100 hours. Something is wrong.
It is also true that says: Conventional Lines, but on page 36 of the Annual Report 2015 (and in 2014) there is an identical graph (except that it says not: Conventional Lines) with the same amounts for Shinkansen.


As all trains have 1,323 seats it is that the offer would be 1,297,863 million seats-kilometers, since demand was 52,166 million passengers-kilometers would be an average utilization (passengers-kilometers / seats-kilometers, which was I wanted to find out) 4%; the average throughout the Shinkansen was of 59.27% in 2012 (source: Performance and efficiency of high-speed rail systems) so, It should be like that by my count, 981 million km should be divided between 15: about 85 million km. Either that, or is that the calculator has gone to my head, which is most likely.

By comparison with other FY2015 data, JR East income 578.213 billion yen (+ 10.9%) for tickets in its Shinkansen trains, there were 22,848 million passengers-kilometers (+ 9.2%); with a median income of 25.31 yen per passenger-km (22.30 cents €).

Passengers on the Shinkansen trains:
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Old October 1st, 2016, 07:05 PM   #1900
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Originally Posted by luacstjh98 View Post
Speaking of double deck Shinkansen EMUs -

I remember the 0 series and 100 series had double-decker cars. Is it possible we could see TGV Duplex or E4-like sets, or would they be too dangerous to run with the tilting operations on the Tokaido?
The 0 and 100 Series Shinkansen trainsets--which had a top speed of only 230 km/h on certain stretches of the San'yō Shinkansen line--had bi-level restaurant cars on many trainsets during the 1960's all the way to the late 1980's. Those restaurant cars were eliminated when the 300 Series Shinkansen with the 270 km/h top speed arrived in the early 1990's, the time when the Nozomi limited-stop train service between Tokyo and Hakata (Fukuoka) became started.

Indeed, JR East plans to phase out the E4 bi-level Shinkansen trainsets now running on the Jōetsu Shinkansen line over the next few years, replaced by E2's displaced off the Tōhoku Shinkansen line and possibly some E5's.
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