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Thank You 185 Series Edition

Old Thread: >>1582312
>>
>>1620827

https://www.youtube.com/watch?v=6mPYd32R97o
>>
>>1620822
>when it doesn't go to any cities
Is Shin-Hakodate-Hokuto that far from Hakodate?
Sure, opening it without going to Sapporo probably wasn't a great idea, if profitability was a major concern.
JR Hokkaidou still is 100% state-owned, so providing services of general interest should be the top concern for them to this day.
>>
>>1622596
The tunnel was already built, so no reason for not using it and providing a rail link to Hokkaido, both for passengers and cargo.
>>
>>1622596
No idea I'm just a casual
It looks far on the map
According to Google, it's 30 minutes by car from Hakodate (probably the centrum), or 30 minutes by train
>>
>>1622687
>According to Google, it's 30 minutes by car from Hakodate (probably the centrum), or 30 minutes by train
Well, then case closed. Railways' big advantage compared to planes is, that trains go to the city centres.
If you don't utilize that, it's a lost cause.
>>
>>1622694
The airport is actually much closer than the station, if you believe Google. 30-35 minutes by bike, 16-18 minutes by car, from/to the airport.
Google places the city centre right by the sea in some distance from most houses though, so all numbers could perhaps be inaccurate to most people who live there
>>
>>1620827
JR East's Tokyo Branch and JR East Retail Net just announced that they'll sell a two car + replica ticket set made with pure gold to commemorate the retirement of the 185 Series EMU. Hope you got 10 million Yen lying around

https://www.jreast.co.jp/press/2020/tokyo/20210316_t02.pdf

>>1622596
It takes around 20 minutes for the Hakodate Liner to travel between Hakodate and Shin-Hakodate-Hokuto, but you still have to take layover during transfer into account so it'll total around 30 minutes.
>>
File: DenGoCtrl_Veil_1.png (180 KB, 561x467)
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>>1620827
>https://www.zuiki.co.jp/products/zkns-001/
densha de go master controller announced
(゚д゚lll) must import asap
>>
>>1623236

>Chinese company.

No thank you.
>>
>>1623338
Since when is Yokohama in China?
>>
>>1623348

Chinese company in Yokohama.

President: Mr.Wu
>>
>>1622596
The proposal to build a Mini Shinkansen from Shin Hakodate Hokuto to the Hakodate station have already surfaced on local business group table
>>
https://news.yahoo.co.jp/articles/d573548fc4a24973dc29781d8d9f97231dbd0775

Politicians in Saga are dreaming that, if they set the Shinkansen station near Saga airport, or through mountainside, then it would be faraway from the existing Saga station where Special Express users use, and thus it'd be less likely for the Special Express service be replaced by Shinkansen

https://www.saga-s.co.jp/articles/-/646256
The governing party seems to incline toward full spec

https://www.watch.impress.co.jp/docs/news/1312934.html
In another news, all Shinkansen trains will be ending onboard pay phone service soon
>>
>>1623236
>product is called one handle controller
>mock-up clearly shows two handles
Still interested if it works with the PC version of Final.
>>
File: IMG_2449.jpg (407 KB, 1500x1500)
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>>1623419
>shows two handles
no, just like the new arcade I guess
>>
>>1623236
no reason not to get Alan Thomson's one instead
https://alanthomsonsim.com/developer/sewelldaniel/
>>
>>1623565
The left one is the mascon, but what's the one on the right for?
Handlebar?
>>
>>1623389
Aren't Shinkansen and airports a story full of failure?
もへじ had a series of videos on the failure of the Narita Shinkansen, and スーツ also had a video on it just last month.
I highly doubt JR Kyushu would keep Ltd. Express trains running on the narrow gauge just for the sake of Saga.
>>
>>1623579
>Handlebar?
yep
>>
>>1623590
>Shinkansen
Not limited to Japan. A universal experience.
>airports
Here that's more irrelevant, when the station is not even at the airport. You should look at Shin-Fuji, Gifu-Hashima, Higashi-Hiroshima stations, etc. Shinagawa and Shin-Osaka stations are successful for airport connections. It could work for park-and-ride and taxi transfers.
>Narita Shinkansen
It fails as a dedicated airport--city HSR, without materializing as Chuo, 2nd Tokaido, Joutsu Shinkansen (JNR drew at least 2 interconnection concept, not simply Chuo--Narita Shinkansen); and Joban Shinkansen.
When Hokuso Line & Toei Shinjuku Line and Narita Line already exist, they further need an additional purpose to anchor and support themselves from the suburban and rural situation. Similarly Kaihatsu Line-s and regional-commuter shinkansen fell apart with the passenger availability of freight lines.
>>
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Just watched a whole NHK show about the Tsugaru Railway
>>
>>1623827
* Could look to Shin-Omura Station to see if this may work (not to mention its railway factor), and can support 2 airports.
>>
>>1623831
>airports
Solely as a local-regional airport, it will lose out to Nagasaki Airport (For Seasebo Seaside Liner should be better). As an LCC and back-up to Fukuoka Airport, it may lose out to Kita-Kyushu Airport. Kumamoto Airport is going to have a Hohi Main Line branch built.
HSg=RJFS is disadvantageous in terms of being off from the Ariake Sea Coastal Road in construction. It could still work within the Chikugo region for majorly Kurume and Tosu.
Ambitious Kyushu Saga International Airport naming.
>>
File: Autism.jpg (2.32 MB, 5027x2175)
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>>1623565
I'm still pissed that they didn't add the Osaka Loop line as DLC or something
>>
>>1623590
>Aren't Shinkansen and airports a story full of failure?
They don't actually want to connect to the airport or anything, they just want the Shinkansen station to be located *somewhere* outside the original Saga station, and thought that can save the original Limited Express service amid the opening of Shinkansen
>もへじ had a series of videos on the failure of the Narita Shinkansen, and スーツ also had a video on it just last month.
Narita Shinkansen is problen with construction not operational trouble or anything, and it's also different in the sense that such proposed Saga Airport station would not link to Saga City
>I highly doubt JR Kyushu would keep Ltd. Express trains running on the narrow gauge just for the sake of Saga.
That's why I use the word dreaming
>>1623827
>>Shinkansen
>Not limited to Japan. A universal experience.
Meanwhile, China in Guangzhou, Beijing, Chengdu, West Guangzhou, Shenzhen, Shanghai, etcetc are all trying to build new high speed railway stations connecting to their airports
>>airports
>Here that's more irrelevant, when the station is not even at the airport. You should look at Shin-Fuji, Gifu-Hashima, Higashi-Hiroshima stations, etc. Shinagawa and Shin-Osaka stations are successful for airport connections. It could work for park-and-ride and taxi transfers.
Shizuoka have been trting to get a new Shinkansen station rifht under their airport.
>>Narita Shinkansen
>It fails as a dedicated airport--city HSR, without materializing as Chuo, 2nd Tokaido, Joutsu Shinkansen (JNR drew at least 2 interconnection concept, not simply Chuo--Narita Shinkansen); and Joban Shinkansen.
>When (...)
Isn't there now a proposal from Kanagawa and Chiba calling for a Maglev connecting Yokohama, Chiba, Narita airport, Haneda airport, and Shinjuku, Omiya?
>>
https://news.yahoo.co.jp/articles/21365821860a677e8a73a4a5fa4cfdd8b51db1d0
Kumamoto exploring feasibility of airport railway under the assumption that fare will cost 420 Yen
>>
>>1623868
>calling for a Maglev connecting Yokohama, Chiba, Narita airport, Haneda airport, and Shinjuku, Omiya?
Who is the Japanese Stoiber in this context?
https://www.youtube.com/watch?v=lchjVN_K7Fc
>>
>>1623868
>Meanwhile, China
Nothing relatable.
>connecting to their airports
With what? That's the difference.
>high speed railway
Meaningless until you look at the distance, stop spacing, speed profile, etc.
Some of them doesn't seem to be HSR either.
>Shizuoka
What happens to be building an airport over a Shinkansen is remotely comparable.
>a proposal
>calling for a Maglev
Some meme shit should be termed at most an "idea".
>>
>>1623939
>>Meanwhile, China
>Nothing relatable.
>>connecting to their airports
>With what? That's the difference.
>>high speed railway
>Meaningless until you look at the distance, stop spacing, speed profile, etc.
>Some of them doesn't seem to be HSR either.
Many of the airports im the list have planned a hub of multiple high speed rail and shorter distance intercity railway there, although it's really suspicious how many can actually be built given the already existing network length and how some cities have planned more than a dozen high speed rail network in a single city.

>>Shizuoka
>What happens to be building an airport over a Shinkansen is remotely comparable.
What do you mean?
>>a proposal
>>calling for a Maglev
>Some meme shit should be termed at most an "idea".
Maglev is underconstruction in Japan
>>
>>1623577
Honestly, that looks like shit
>>
>>1624043
>Maglev is under
Which is inter-regional. This is an old wild idea that's regional. Little cost-effectiveness. Not gonna work.
>>
>>1623590
>もへじ
Didn't like his vids. Now questionable copyright accusations https://twitter.com/FanTaiyo/status/1372581234149187585
>>
>>1624459
>Didn't like his vids.
I don't like Moheji's usual focus on roads rather than railway, but the videos and the script are generally rather interesting.
>Now questionable copyright accusations
He absolutely has to be more careful with shit like that - even more so, since he makes ad money off his videos,

By the way, did anyone else catch Suits' TV appearance earlier today, that was foiled by an untimely earthquake?
>>
>>1624431
I think the idea is similar to GTX in Korea which is a copy of Crossrail in UK.
>>
>>1624490
>don't like Moheji's usual focus on roads
I'm in the opposite. Originally looked at how he presents on road topics, yet feels lacking in quality and depth.
>>
>>1624495
>the idea
I re-read it. There are some very loose mention of relationship with Chuo Shinkansen as a new Shinkansen network. Even then, only extending Chuo Shinkansen eastward would a feasible maglev option, without considering the detour via Chiba Station. Others for instance would already not be cheaper than extending the conventional Joetsu Shinkansen southward via Shinjuku Station, while not being through service.
>similar to GTX
Then there should be no talk of maglev. The incompatability and high-speed make it self-defeating. It's not supported, in favor of a combination of lines, viz City Center Direct LIne, Haneda Airport Access Line, Kama-Kama Line, Tokaido Freight Line passenger conversion, Kawasaki Approach LIne, etc.
>a copy of Crossrail
Similarly, HS2 Heathrow Airport link is abandoned, when transferring at Old Oaks Common Station is viable; and KTX Incheon Airport service is withdrawn.
>>
>>1624518
The initial proposal of a mgalev between Haneda and Narita was from year 1990 still in the bubble economy era, it's no wonder they have proposed Maglev.
The Kanagawa governor who brought it up in 2009 mentioned Shinkansen might also do, but he still claim that, 東京都の調査によれば、都内の外国人旅行者の移動手段として、電車・地下鉄による場合が最も多く、鉄道が重要な手段である。日本の最高技術を結集したリニアモーターカーを代表とする超高速鉄道が整備されれば、海外からの注目度は高くなり、 それを利用する目的の観光客増加にも大きな期待がもてる。, which essentially say building it as Maglev would attract foreign tourists
It should also be noted that, when Chiba and Kanagawa governor brought the idea back in 2009, while they still nominally focus on enhancing the operation and access of the two airports in Tokyo, the key part of their proposal should be those fragments that have nothing to do with airports. For example,
>これまでの首都圏の都市構造は(…)放射状に展開されてきた。今後、少子高齢化や国際化の時代を迎えることを考えると、リニアと既存鉄道ネットワークの連携により、移動抵抗(重たい荷物を持っての乗り換えなど)の低減や移動時間の短縮により、周辺都市の神奈川、埼玉、千葉の各都市間の移動が容易となり、都市間の連携が強化され、さらには均衡ある発展が期待できる。
>さらには、計画中のリニア中央新幹線や既存の新幹線ネットワークとの連携により、両空港や業務核都市から日本各地へのよりスピーディーな移動が可能となり、空と陸が連携した新たな超高速交通体系の構築により、首都圏、中部圏、関西圏等、他の都市圏との連携強化ということも期 待できる。
>>
>>1624571
>>1624518
In other words this rail will connect surrounding cities, aka Yokohama, Chiba City, and Omiya together, and also with through connection to existing high speed rail network, be it maglev or conventional shinkansen, it will connect Chiba City and Yokohama City directly to other major cities across the nation.
And another factor I think they were still mentioning linear Maglev was because it was part of their election campaign so of course they'll pick something most eyegrabbing to say
>>
>>1624518
>City Center Direct LIne, Haneda Airport Access Line, Kama-Kama Line, Tokaido Freight Line passenger conversion, Kawasaki Approach LIne, etc.
As have been mentioned in the proposal, intended target of all these lines are Tokyo city cebter. Surely that's also where the main demands are, but the Narita Haneda Maglev proposal is a proposal from Kanagawa and Chiba with Yokohama and Chiba City in mind, hence all these existing proposals wouldn't really benefit them.
>HS2 Heathrow Airport link is abandoned, when transferring at Old Oaks Common Station is viable; and KTX Incheon Airport service is withdrawn.
Incheon airport and Heathrow airport's proposed/tried airport link are mainly trying to serve out of region passengers heading into the airpprt directly, which is nit that much. Meanwhile the link will, other than cobnecting Chiba City and Yokohama together, it will also bring the two cities and the bayside part of Tokyo city towards the two airports, and it's the main point of the proposal. It will also bring passengers from the national high speed rail network to the two airports but it isn't what the proposal would mainly do. Another main function is to cobbect transfer passengers between the two airports, which is something not teied by other major airports around the world, as for example New York have separated its major airports mainly along the line of airlines alliance, and London airports outside LHR are mostly serving luxury or inter-city routes with minimal needs of connection. Very few cities have their different airports separated by function like what Tokyo is doing and frequently require inter-airport connection, maybe Shanghai and Dubai are also in the same league but they're also considering solutions. By building a new exclusive rail line between the two airports, it can also like Airport APM offer a dedicated cabin in the train for connecting passengers simplifying the inter-airport transfer process
>>
>>1624085
>looks
pleb filtered

>"Hand made and hand crafted"
>"The unit is modelled on real life controls with special attention given to the feel of the handles as well has the notches and resistance that the controller provides on throttle and brake steps."

>"This isn’t a massed produced item, made in the far east. Each unit is individually hand crafted and hand finished to ensure quality, reliability and the most realistic experience possible."

Yes, i'm shilling because i hate people who only buy Chinese low quality toys and then complain that nobody bothers with quality anymore. >>1623338 >>1623366
>>
>>1624862

It's a personal opinion about credit, not quality.
>>
>>1624862

https://en.wikipedia.org/wiki/National_Intelligence_Law
>>
>>1624571
>海外からの注目度は高くなり、 それを利用する目的の観光客増加にも大きな期待がもてる
Tourists need something that's cheap and convenient too. You can't give out passes as widely as other Shinkansen, with spare capacity available on lower class trains, and loans paid back already On a minor note, building it underground loses the view and scenery. The attractiveness of gadgetbahns is overexaggerated.
>リニアと既存鉄道ネットワークの連携
>移動抵抗(重たい荷物を持っての乗り換えなど)の低減や移動時間の短縮
Building it Deep Underground and requiring transfers works against this. High line speed increases headway, and there can't be many stops.
>part of their election campaign so of course they'll pick something most eyegrabbing
Prefectural and national taxpayers aren't going to be happy with subsidizing tourists and foreigners with a vanity project.

>>1624587
>intended target of all these lines are Tokyo city
>hence all these existing proposals wouldn't really benefit them
Yokohama gets Tokaido Freight Line, not to mention the original Haneda Access Line preceeding Kanagawa Eastern Line that fell apart. Chiba has Sobu--Keiyo--Rinkai Line. Saitama has Saikyo, Shonan-Shinuku, Ueno-Tokyo lines through service.
>airports separated by function like what Tokyo is doing
Hnd has already re-internationalized largely. Nrt has oriented itself for LCC and long-haul. Both are expanding.
>frequently require inter-airport connection
This will only capture more business travelers than leisure travelers. They combined are much less important than the residents and workers that needs to be served regularly and efficiently.
>>
>>1625096
>Tourist attractiveness
They're probably looking at Shanghai airport's example, and Incheon airport probably constructed their maglev out of same reason
>Deep underground connection convenience
It deoends on what other facilities you're also installing. If you place New York IFC level elevator system into the station then it will be easier.
>Prefectural and national taxpayers
But those candidates proposing such railway won the local election back then.
Nationwide, the argument is that the lack of convenience of transfer at Japan have caused aorlines to move to using other hubs in the region instead. In reality it have indeed caused many Japanese local city passengers to connect via Incheon instead of Tokyo or Osaka.
>Passengerification of Tokaido Freight Line
That proposed project requires construction of 15km long new line, and is exoected to cost 550 Billion Yen. While it's cheaper than the 1-3 Billion Yen exoected for Narita-Haneda-Yokohama Maglev, it's not by much.
It will also not be able to connect directly into Haneda airport, Chiba, or Narita airport.
>Others
Again, the real significance of such proposal is Yokohama-Chiba, and Yokohama/Chiba-Shinkansen-rest of Japan, and then Saitama-Yokohama/Chiba. While there are also the like of Shonan Shinjuku line or Ueno Tokyo line, (which I don't think were in service when the proposal received renewed call) those aren't high speed line and could take over an hour to connect between these secondary cities.
>Habeda Narita
It is the reinternationaliation of Haneda that exaggerated the problem. It's still impossible for the two alliance to move all their flights over and thus even international-international transfer could require a change in airport.
>This will only capture ...
The importance of capturing transfer traffic is that it can aggregate demand from elsewhe to launch air routes to smaller cities around the globe and enhance the city/country's connectivity. Like Tokyo-Calgary
>>
>>1625181
>Shanghai airport's example
A poor one
>Incheon airport
That's a short lower-speed people-mover.
>elevator system
Easily get overwhelmed. Transferring is further more time-sensitive than accessing a station.
>proposing such railway won the local election back then
There's little casual relationship from a single call in the manifesto (if it's even written, let alone pledged), winning an election, and then actually trying to table it.
>will also not be able to connect directly into Haneda airport
That's subject to re-design with what came after it.
>Chiba, or Narita airport.
Sobu-Keiyo-Rinkai Line will be fast enough.
The completion of Ken-O Motorway will make routing via Tokyo Bay Aqua Line viable. Some newer policy research surveys indicate adding a conventional steel-on-steel railway in case of building the 3rd is more popular. In history, a monorail was considered. To match the vertical alignment of the road sharing the tunnel, a maglev may be more feasible.
>those aren't high speed line
Building a separate new high-speed line competes with the existing Shinkansen serving as the fast service.
>could take over an hour
That's more about timetabling, when you consider NEx. Both Sobu Rapid Line and Yokosuka Line are overcrowded, via the critical Hebekibo Jcn. There's also the coupling & decoupling. Looking at Nartia Express 2 then 6 at a glance, 1hr later in the rush hour already produces a 15min difference, falling out off 1hr. During mid-day it can definitely be faster.
>reinternationaliation of Haneda that exaggerated the problem
Expanding and reorganizing is more than sufficient to handle.
>aggregate demand from elsewhe to launch air routes to smaller cities
Regional airports want more international point-to-point routes at the same time. The industry will want to fly long & thin routes outside hubs.
>>
>>1625096
Actually, the reason why they propose a deep underground system and then claim reduced transfer time could be because their aim is squarely on trying to get Yokohama and Chiba City linked onto the route of Linear Chuo Shinkansen.
With the stated goal of improving connection of Capital Area Peripheral Cities, if a station is added along the lines at Shinagawa, it can allow Shinagawa-Yokohama and Shinagawa-Chiba City within ten minutes. And because both this line's platform and Linear Chuo Shinkansen’s platform are deep underground, the transfer will be minimal, or it might even be possible for through service.
And the rest of the line linking up to Saitama/Omiya would allow a quick connection from Chiba City/Yokohama to Joetsu/Hokuriku/Tohoku/Hokkaido Shinkansen. It could essentially follow the right of way reserved for Shinjuku Shinkansen.
Of course, it'd also connect Narita and Haneda airport, but they're less important than connecting Yokohama and Chiba City to the National Shinkansen Network.
(Of course, Yokohama have Shin-Yokohama, but Shin-Yokohama doesn't have Chuo Shinkansen or JR East's series of Shinkansen lines, it's still faster to travel from most part of Yokohama through conventional lines to Shinagawa/Tokyo station for those, and there are time that can be saved)
>>
>>1626331
>Chiba
Chiba Station is awkward in position. Within Chiba City, Inage Station is the closest, and can have Line 2 branch out close by. Makuhari Station would tap into Makuhari Shin-toshin, where there are some informal concepts for a "LRT" = tram, on top of the "BRT" = articulated bus service without priority busway now.. Chiba Monorail had plans and stubs reserved for extension to both to form a complete city-wide network with the coastal-belt.
>Yokohama
It looks somewhat uncoordinated, when Shin-Yokohama Station is intended to be a new city center for the entire municipality. They envisioned Saitama Shin-toshin Station, not Omiya Station to be a terminus. The main line is put as via Rinkai Fukutoshin, seemingly not for direct Yokohama -- Shinagawa Station.
If you interpret them strictly, it looks even Shinagawa Station is bypassed. At that time, Chuo Shinkansen should have already been decided there, not Shinjuku Station.
Extending Yokohama Line southward together with Takashima Line as part of the Tokaido Freight Line (the Umi-Kanagawa Freight Station branch line in history; Minato-Mirai Line interconnection abandoned by JNR latter) would further improve access with Shin-Yokohama Station, and the entire region (considering Keihin-Touhoku -- Yokohama Lines-s through service frequency and Negishi Line inter-lining).
>possible for through service
The biggest problem here is only Chiba Prefecture presents a natural potential for Chuo Shinkansen to extend eastward. without swtichback, You are committing to build 2 dead-ends on a separate system. While they may be big enough themselves, this is a major risk to justify on their own,.
>>
>>1626491
I am thinking of something like this
https://railway.chi-zu.net/150933.html
>>
It's another episode of Shizukoka governor criticizing JR Central
https://headlines.yahoo.co.jp/hl?a=20210324-00000018-mai-soci
JR Central suggested on Monday that it'd take 10-20 years to return all waters back to Shizuoka.
In response to it, Shizuoka governor claim it is unrealistic and will annoy Yamanashi. He then further claim that even during the.period of construction all water must be returned to Shizhoka. And he claim JR Central should give up the work if it is difficult.
He also claim that the amount of water is just the first round. There are 47 items which the prefecture require JR Central to answer to, including the quality of water, the ecosystem, and such.

https://headlines.yahoo.co.jp/hl?a=20210324-00050118-yom-pol
The governor also criticized the national expert and national government railway department head in the national forum which discuss the matter, claiming the two often stand on the same line as JR Central. He claim the expert lack neutrality, and suggest that the expert should be replaced.
>>
https://headlines.yahoo.co.jp/article?a=20210325-00081514-gendaibiz-pol
> 外環道を施工する東日本高速道路(NEXCO東日本)の有識者会議(小泉淳委員長)は、3月19日、事故原因が「穴」の下を直径16メートルのシールドマシンで掘削したことが原因であるとする最終報告書を公表したうえで、2年程度をかけて地盤を補修する方針を明らかにした。
The hole created by road tunnel boring in Tokyo will take two years to fix
The author used this to argue that new road project and new high speed rail should be cancelled, they think with telemeeting being popularized by coronavirus, people will no.longer need to travel quickly, and that the society should stop trying to grow in order to meet the goal of carbon neutral
>>
>>1626537
Very funny junction there.
You might as well align to add a Narutou Station stop. This needs to consider Nrt T4 expansion, which the station spacing looks too short compared to platform length.
>>
>>1627687
*+
Referring to actual layout of Shinagawa Station, your bends already encroached into the station box / platforms. Another obvious problem is through service between other branches can't stop at Shinagawa Station, reducing frequency.
Besides, another one of my thought was building more Shinkansen will free up slots from traditional (not accounting for any effects from LCC on modal split) domestic capacity for including international flights according to market share. >>1627473
>>
>>1627687
Actually, since it'll be using tunnel boring machine anyway, it might just as well tunnel from Urayasu directly toward Chiba City under the sea, the cost isn't going to differ a lot and it can reduce the curvature between Chiba City and Narita
>>
>>1627693
*+
Although aviation has less carbon emission and air pollution among overall proportion (not considering noise), there's further future competition from autonomous road vehicles (everything from driving personal car, taxi, to bus).
Freight sharing on passenger Shinkansen will have some effect on aviation cargo.
>>
>>1627695
1. I don't assume there's any tunneling specialist here, but undersea (seabed) tunneling should still be more difficult
2. You may share the tunnel with other roads (viz Second Wagan Road; eg ) and utilities (mentioned side benefit).
>>
>>1627698
*+ eg Core City Regional Trunk Road; Kan-etsu Motorway eastward extension, High-speed Nerima Route, City Center -- Shinjuku Route (low possibly)
>>
>>1627699
*+ Tama--Shinjuku Route as well
>>
anyone have sauce for that Japanese train that makes music with its traction motors?
>>
>>1627761
You mean the VVVF inverters?
>>
>>1627693
>encroached into the station
It's underground on separate level so it wouldn't matter that much
But it can be further fine-tuned
>Through service cannot stop at Shinagawa
If I am ti decide how to build it, I would maje the line go directly toward Shinagawa station after Haneda, but it was not how the proposal looked like
> Reducing frequency
I guess, 1 train / branch / 10 minutes, a total of 18 trains / hour with 6 trains each direction isn't too bad?
> Building more Shinkansen will free up slots
There aren't that many service left along the Linear Shinkansen corridor, it won't enable much addition, and even if it do, considering the Haneda slot application by US airlines, it would went to the like of Las Vegas, Hawaii, or Guam, which wouldn't change much of the game.
>>1627696
>Although aviation has less carbon emission and air pollution among overall proportion (not considering noise),
??????
>>1627698
>1. I don't assume there's any tunneling specialist here, but undersea (seabed) tunneling should still be more difficult
Tunnel boring machine would be boring under the seabed instead of on the seabed
>2. You may share the tunnel with other roads (viz Second Wagan Road; eg ) and utilities (mentioned side benefit).
Depends on what sort of trains you're using, the one used by Chuo Shinkansrn is already the maximum diameter possible with current technology iirc
>>
>>1627818
>along the Linear Shinkansen corridor
Nationally. Also includes connecting through Chuo Shinkansen.
Even for Kanto--Kansai, there's still ~15% aviation market share.
(Of course, technically this assumes ceteris paribus no significant overall passenger number growth; but it has been the case for domestic passengers for some years now)
>how the proposal looked like
It can't be forced to connect through Shinagawa Station then...
>under the seabed
It's supposed to mean "under-sea (seabed)".
>maximum diameter
The access points, ventilation, and other tunnel utilities can be shared across tubes.
>>
>>1627761
This?
https://www.youtube.com/watch?v=GKcJl6sP3B8
>>
https://www.jreast.co.jp/niigata/maxlastrun/index.html
Joetsu Shinkansen E4 Max final service date set to be Fall this year, memorial webpage created
>>
https://www.youtube.com/watch?v=CV2yJGqIZM0

https://www.youtube.com/watch?v=YPekJCFxxWQ

https://www.youtube.com/watch?v=XI9I-8rSMiw
>>
https://newswitch.jp/p/22883
JR Central is trying to push for as much ticketless as possible with the Linear Shinkansen, not just to save on service fee or handling cost through other JR, but also to depart from the conventional JR fare scale which feature decreasing cost according to distance

https://news.yahoo.co.jp/articles/07f50bdce92214f14482a113fad21bac7e66542e
JR Central is increaaing investment onto facilities to record level, which include increased investment on Linear Shinkansen but delayed N700S introduction

https://news.yahoo.co.jp/articles/4442abc1b92bd6b9935fbb065fda4545610b5052
In Niigata, buses are also trying to do mixed service with freight

https://news.yahoo.co.jp/articles/d35cb1f192d07bfa2365842ce417535e272c9cd8
Work on linear shinkansen station in Kanagawa have caused disruption in form of vibration and noise to surrounding residents, and the pending tunnel boring work is also leaving some residents unassured
>>
>>1628972
>https://newswitch.jp/p/22883
>2020
>>
https://namu.wiki/w/%EC%98%88%EB%B9%84%ED%83%80%EB%8B%B9%EC%84%B1%EC%A1%B0%EC%82%AC
Should Japan copy Korea's use of AHP analysis when deciding which lines should be built?
>>
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If Tobu really finished this.line before the war then Tokyo's cityscape and topography will look a lot different than now
>>
>>1629742
>Should Japan copy
How do you know what they are using?
>Korea
Nah?,,,, What's Korea about this.
>AHP analysis
Is this /sci/ or something? There's a fuckton of those methods. How do you know which is better for what case.
>>
>>1629846
But that area is only industrializing at that time. This risks getting nationalized as a freight line.
>>
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>>1629950
Well, of course, as JNR did constructed Etchujima freight line after the war
And Tobu intended to build it as a freight line to serve the industrializing area in the first place.
But if it got connected to Shimbashi, then ike Yamanote line, chances are it'll also be used for passenger transportation despite initially constructed mainly with freight in mind
If this materialized then yes it's likely to be nationalized, and the part from Kitasenju to Shimbashi could join Yamanote Line and Joban line Kitasenju to Tabata section to form a bigger loop line around Tokyo downtown
>>
Google improved their japanese translation, and its way more understandable. Of course its still buggy but at least we can make sense of what they're talking now.
>>
>>1629979
>Kitasenju
For routing freight trains, Kita-Senju Station was only important in the absence of Shinkin Line, and then Musashino Line.
>to Shimbashi
This can't really circulate directly between Shinbashi-Shiodome Station and Oosaki Station Although Yamanote Freight Line's Shinagawa -- Oosaki Station-s arc is also underused from the bottleneck on the main section, you can't provide additional Shinbashi-Shiodome -- Shinagawa Station-s capacity to make this happen. If you route along the coastal Shibaura Line southward extension and build a westward connection with Shinagawa Station, it won't be much superior to Rinkai Line. Of course, this may prove a more direct Shinagawa Station -- Rinkai Fukutoshin access (instead of via Oosaki or Ooimachi Station-s), but Yurikamome would be in jeopardy.
Later on, this will be less direct than Sobu-Yokosuka Line along the west for Shinbashi Station; and Etchujima -- Shibaura Freight Station-s links via Tsukushima (overlapping with Oedo Line yet not missing an interchange), Harumi, or Fukugawa-Toyosu Line-s branching on the east.
>join Yamanote Line
Yamanote Freight Line main section between Ikebukuro and Oosaki Station-swill need to be six-tracked to three double-track.
>Joban line Kitasenju to Tabata section to form a bigger loop line
That would require a chord line to run through, resulting in a far away platform. There's not enough space inland from the riverbank for a bend that doesn't turn too tightly (cf Osaka-Higashi Line Minami-Suita Station) and take up an entire block of land. It would severe Tobu Isesaki Line from Tobu Sky Tree Line. There's no additional capacity on this corridor either.
Only Tobu Kameido Line is really necessary. To Tobu's advantage, this removes the overlap with Hanzoumon Line. A short Hikifune -- Sumida-gawa Freight -- Minami-Senju Sta-s link with the spare Sumida-gawa Freight Line -- Mikawashima Sta -- Tabata Freight LIne can then be built, without interfering with Joban Rapid Line.
>>
https://yenpress.com/9781975319519/yokohama-station-sf/
The Yokohama Station SF novel is now in.English
>>
>>1630236
It does seem very good these days especially for things like wikipedia and news articles. I've also been using the deepl.com translator occasionally.
>>
>>1630320
What I mean is, replacing the existing service known as Yamanote line with this bigger loop
>>
>>1631350
You said nothing on the east-side service. Yamanote Line connecting the 2 N--S axis is not replaced here.
>>
>>1631772
Tohoku Main Line, Joban Line, Utsunomiya Line will continue to serve the segment
Like without Yamanote line using Ueno to Tokyo track then the quadrupled track between Ueno and Tokyo can already function as Ueno Tokyo Line
>>
>>1631983
1. Good luck telling everyone they must transfer at least once (even if cross-platform, where platform capacity is still a constraint) between the west, and east or north.
2. Before considering what trains make all stops, you already create more bottlenecks at crossovers by route conflicts plus switching time from train changing tracks for any reasons.
3. Like think about why Keihin-Touhoku Line makes all stop during rush hour. The east side does seem to need 2 local lines.
>>
>>1632072
>1. Good luck telling everyone they must transfer at least once (even if cross-platform, where platform capacity is still a constraint) between the west, and east or north.
The idea was to build it before WWII. Back then there wouldn't even exists direct rail connection
>3. Like think about why Keihin-Touhoku Line makes all stop during rush hour. The east side does seem to need 2 local lines.
I mean the city development and commuting demand could be changed accordingly if the loop line serve that part of city instead
>>
>>1632083
>wouldn't even exists
There was, before WWI, C-shaped between Ueno Station and Shinbashi Station (Karasumori Station).
>changed accordingly
Even if pre-existing development scales are maintained, you would still want to separate city (Yamanote Line) and suburb (Keihin-Touhouku Line) service. I considered Joban Local Line -- Hinkaku Line, but this obviously doesn't work with Shounan-Shinjuku Line and separated Yokosuka Line.
>>
>>1630320
>Yamanote Freight Line main section between Ikebukuro and Oosaki Station-swill need to be six-tracked to three double-track.
How? I don't see the space for it, unless you plan to build it as a viaduct.
>>
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BB BASE

It's all the shit you channers love in one place
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>>1632438
>space for it
The original proposer is making a few alternative historic assumptions.
>build it as a viaduct
May actually be more difficult than tunneling, with so many underbridge of road overpassing the railway in cutting within Yamanote's Musashino Plateau terrain.
>>
>>1632792
* The Development Line-s concept that followed the Commuting 5 Direction Strategy (in which the Touhoku and Toukaido Kaihatsu Line-s are in turn realized by Shounan-Shinjuku Line using freight lines, among others) envisioned an underground track along Yamanote before Yamanote Freight Line is converted to passenger operation.
>>
>>1632800
*+ At that time, Yamanote Freight Line was assumed to be used by Jouban Kaihatsu Line (now Tsukuba Express as the Second/New Jouban Line). Touhoku-Toukaido Kaitsu Line was to be aligned along Fukutoshin Line (Tokyo Line 13); related to this, more recently there was a Takenotsuka--Ouji--Ikebukuro station-s New Line idea.
Separately, there was a Itadabashi -- Shinagawa Station Yamanote metro line concept below Yamanote-dori (Kan-6), parallel to Fukutoshin Line, aimed at extending Fukutoshin Line southward to Haneda Airport.
>>
https://headlines.yahoo.co.jp/hl?a=20210329-00000027-rps-soci
Hokkaido Shinkansen tunnel collapsed in the tunnel boring process
>>
https://newswitch.jp/p/26571
With Hokkaido extension in mind, JR East want their next Shinkansen train to be able to deal with snow and cold, with minimum operational temperature down to -30°C
https://newswitch.jp/p/12853
JR West will just adopt N700S for their next train series instead of developing their own 500 series successor

https://www.hokkaido-np.co.jp/article/525833
Hokkaido Shinkansem: 8/15 governors in region along the conventional line hope the decision on their future can be made by FY2023 and 2 hope FY2024.
Some local governors have expressed their stance on the issue, notably Nanae governor think future of Nagamanbu to Hakodate section of the Hakodate main line should also be reviewed with bus conversion in mind for more convenient public transport, with Nagamanbu governor also commenting that as parallel convention line is difficult to cover the cost in operation, passenger operation should be abandoned and they have already secured buses and Shinkansen as alternative transportation
On the other hand, Niseko mayor urge the entire line to be keep open for the convenience of local residents as well as tourists, and Yoichi mayor also favor the continued existence of railroad due to strong demand from residents.
10 other governors say they cannot determine whether they would support their continued existence of railroad due to e.g. lack of data. Among those, Yakumo commented they won't be able to pay for excessive financial burden of keeping the parallel line operation, with Hakodate mayor commented on the hope of keeping Hakodate to Shin Hakodate Hokuto
Nagamanbu, Niseko, and Rankoshi governor have also commented the infrastructure should be keep and maintained by Hokkaido/National government while the train operation can be provided by third sector company.
https://www.hokkaido-np.co.jp/sp/article/527292?rct=n_bullettrain
Meanwhile there are some in the area campaigning for the Asahikawa extension of Hokkaido Shinkansen
>>
>>1633484
>https://newswitch.jp/p/12853
>JR West will just adopt N700S for their next train series instead of developing their own 500 series successor

I mean that part is kind of obvious since JR West already mentioned buying 2 N700S sets last fiscal year, but the more interesting thing from that article is that they will be considering 4-car sets along with 8-car sets for operating within the Sanyo Shinkansen. That is somewhat telling since even they probably believe 8-car sets might be too much in terms of capacity for certain services
>>
>>1627473
>they think with telemeeting being popularized by coronavirus, people will no.longer need to travel quickly
Fucking delusional
>>
Is there any new technology or interesting techniques being used in Japan or are all the announcements just x econobox rolling stock is now serving y city
>>
>>1633887
Quite a few companies are testing wireless signalling (virtual block CBTC). on rural lines.
>>
>>1633899
*+ Some use public cellular network and GNSS (including GPS plus QZSS Michibiki)
>>
>>1633484
>Nagamanbu
長万部 is Oshamambe.
>governor
町長 is town mayor.
At the very least I think the Hakodate-Oshamambe will be kept for freight services, and I can see passenger service remaining between Hakodate and Mori since a) there's no shinkansen stop in Mori, b) there's probably a decent number of commuters from Mori to Hakodate, and c) Onuma Park is a tourist attraction. Not sure about the Oshamambe-Otaru (山線) portion though. It has been used as a bypass route for the Muroran Main Line when Mt. Usu erupted, but JRH probably rather see it gone give the state of their finances. It's possible Yoichi-Otaru or Kutchan-Otaru line is spun off as a third sector company since the northern part sees more passenger traffic, but I doubt that the entire line will be kept.
>>
>>1633902
>public cellular network
How do they get a guaranteed QoS on those? Sounds like a nightmare.
Why would you not build a GSM-R network of your own for that?
>>
>>1634001
>Translations
ah right
>Hakodate to Oshamambe
Things is, the section is losing 5.7 billion Yen each year excluding ltd.exp. trains, as of FY2018, and with local townships bearing 20% costs like the existing South Hokkaido 3sector, each of the towns will easily need to pay more than 100 Million Yen per year to keep the line for passenger traffic, although there will still be unknown amount of JR Freight payout.
Mayor of "certain town in South Hokkaido with no Shinkansen station" claim that while they want to keep the line if the "national government bear the burden, it will be impossible if localities need to bear the burden" and call the Shinkansen extension bullying small localities
https://www.hokkaido-np.co.jp/sp/article/528552
https://www.hokkaido-np.co.jp/sp/article/528355

>A decent number of commuters from Mori to Hakodate
https://tabiris.com/archives/hakodatesenheiko2/
We are talking about 290 daily passengers on average, and 67 passengers on some particular weekdays, according to research done in FY2018, excluding limited express trains

>Onuma Park
I don't think the number is significant enough to change the financial side
>>
>>1634001
>>1634147
>Oshamambe to Otaru as a bypass route
It will entirely depends on national government and JR Freight stance, also the viability of using that line as bypass route for regular freight trains, which JR Freight haven't said much on it.
>Yoichi - Otaru
Would a LRT conversion be possible?
Yoichi actually want JR Hokkaido to continue operating the section since creating a new train company just to run service for three stations isn't exactly economical
>Kutchan - Otaru
Unlikely as JR would want all the passengers on Shinkansen instead
From what I read Kutchan itself doesn't really care so much abojt the parallel conventional line, but they have reserved their stance to avoid being at odd with other nearby localities, and since they have already released their plan on how to redevelop the area near station both with and without conventional line services (mainly parkings and drop off area), they are more concerned about the speed of making the decision than the result of decision so that they can carry on with the preparation work
>Remaining sections
https://www.hokkaido-np.co.jp/sp/article/529800?rct=n_bullettrain
Thing with Niseko is that they probably want to keep the train connection to feed residents and passengers to Kutchan station for Shinkansen and also for railway connection to Chitose Airport, both for residents in the town and tourists, and also for the businesses in the area since if Niseko have no train stations then tourists will likely simply take the bus from resort to the Kutchan station for Tokyo/Sapporo/other cities or take a direct bus from the resorts to the airport without changing at the town, but it make absolutely zero financial sense to keep only the Kutchan-Niseko/Rankoshi section separated from other train lines, hence they would favor keeping the entire line.
>>
>Saionji joking on stream about being 49 years old

If I had to guess: 29.
Only going by voice, I'd have guessed 19.
>>
>Cases going up again after the pathetic anti Covid measures
Like clockwork
>>
>>1634132
It's focus on cost cutting, building your own network will cost much money
And lines that adopting it are mostly rural, hence unlikely to have too much users interfering with it
I would assume the train is not going to get a go if network latency turned worse
>>1634189
More like, after lifting those measures
>>
>>1634185
Correction: That was Nazo no Channel-san, not Saionji.
>>
>>1623577
havent played a sim since msts and i was considering buying this but sold out ;_;
>>
>>1634344
actually thats not true I play BVE occasionally
>>
>>1634261
>It's focusing on cost cutting, building your own network will cost much money
It's a lot cheaper than you'd expect it to, if you only try to cover individual lines.
>And lines that adopting it are mostly rural, hence unlikely to have too much users interfering with it
Rural lines are often ridden by 圏外. At least here in Europe.
>I would assume the train is not going to get a go if network latency turned worse
Well, obviously. It's not a safety problem, it's an operational problem.
>>
>>1634132
Dual use is going to benefit both the railway and cellular provider. Makes sense to improve as well as maintain the small market size rural physical and virtual connectivity at the same time.
>>
>>1634473
A railway company could invest, cooperate, or contract with the ISP. This removes the need for in house wireless networking base station maintenance technician and ownership.
>>
>>1634156
>viability of using that line as bypass
Gonna make do with what's available at emergency though.
>LRT conversion
Not economical either. Too short and too far away that direct same-trainset through service is better. Hakodate Main Line is too high capacity to be compatible with tram-train or LRT.
>want all the passengers on Shinkansen
Shin-Otaru Station is isolated and same distance away. It's not totally platable.
>keep the train connection to feed residents and passengers to Kutchan station
A bus feeder is going to be more direct for the last-mile.
>railway connection to Chitose Airport
Too slow to be relevant. Transferring with Shinkansen is faster.
>tourists will likely simply take the bus from resort to the Kutchan station
Assuming it's kept, will they not to take a bus from Kutchan Station directly anyway? They aren't going to stray away from eg Niseko Station very far out, even if using.
>>
>>1634473
Exactly how much is LTE-R different from LTE? Other than needing its own base infrastructure
>coverage area
I guess that's something the varriers can provide coverage and will obviously cheaper than train companies do it, while also benefiting passengers
>Operational
Well for now it seems to be focused on level crossing control
>>1634615
>Emergency
Doesn't mean you have to pay for and maintain such alternative when one can instead e.g. pay for and maintain a fleet of trucks and ships instead
>Shin-Otaru
Doesn't matter. Aomori to Hakodate need two transfers via Shinkansen and all conventional train services are still dropped
>>
>>1634623
>pay for and maintain a fleet of trucks
That's up to customers. They are already progressing E5A Hokkaido Oudan Motorway.
>ships
Then it's more profitable normally, more convenient in emergency to be at Tomakomai for Hachinohe and Aomori. They don't work for regional passenger travel.
Railway may also be better for automation and passenger-freight sharing than bus. The last-mile could be done by taxis, share taxi, and passenger vans, unlike the limited space and loading options on city-minibus in the community-bus role.
>need two transfers
Which are trains. The new stations are regionally well-connected. Shin-Otaru Station is deep into a valley, and poor in road accessibility (not direct from Shiribeshi Motorway and Otaru Circumferential Route).
>>
>>1634623
>>1634600
>>1634604
>Exactly how much is LTE-R different from LTE?
The most important difference is, that it's not a widely shared medium.
There are only railway-related users on those frequencies, which allows you to guarantee a certain level of service.
>obviously cheaper
Not necessarily, but it's another thing the infrastructure company has to bother with.
It's annoying for the management level. That's why they might be outsourcing it in Japan.
>Well for now it seems to be focused on level crossing control
That doesn't change anything. If you don't receive a confirmation that the level crossing has been guarded, you cannot give the train the "go-ahead", and it has to stop in front of it.
Moving block is obviously an improvement here compared to the previous static blocks, but the train will still not be able to pass the crossing.

I'm not trying to dismiss the synergy effects that may result from cooperating with mobile network operators.
It's just that from domestic experience I wouldn't trust those 無能s even a centimeter. Are NTT and KDDI that reliable partners?
>>
>>1634811
They didn't name any specific mobile operators in their such scheme, I think they're probably using some really generic mobile internet access that aren't dependent and without collaboration with mobile operators?
Also, one of the benefit they cited for using regular mobile network is "faster recovery time after e.g. typhoon due to reduced number of equipment need to be checked"
>>
JR East announced a second round of walkthrough tour of the Takanawa Embankment

https://www.jreast.co.jp/press/2021/20210402_ho03.pdf

They will also introduce Suica in parts of Morioka, Akita, and Aomori starting in 2023

https://www.jreast.co.jp/press/2021/20210406_ho02.pdf
>>
Question
What is the meaning of "単線四間、複線五間"?
It's from wikipedoa article on 白棚線
>>
>>1635314
単線: Single-track
四間: 7.95355 yd
複線: Double-track
五間: 9.94194 yd
>>
>>1635345
Bit what it mean?
>>
>>1635361
> The railroad land was planned to be about 8 yards wide for a single track and about 10 yards wide for a double track.
>>
>>1634911
>Also, one of the benefit they cited for using regular mobile network is "faster recovery time after e.g. typhoon due to reduced number of equipment need to be checked"
On THEIR end.
The question is, if the mobile network operator thinks of the availability of its service along the line as critical as the railway infrastructure operator.
It will focus on the 都会 for the recovery, not the 田舎. Without a contractual partnership, that includes penalties, this whole project is utterly irresponsible.
>>
https://twitter.com/donanmaeda/status/1331237662573752323
Oh local LDP politician at Hakodate have jumped in promoting Hakodate Mini Shinkansen and claim a project cost of about 7.5 billion yen
>>
JR Shikoku has announced that the 2-car (KiRo 47) Iyo-nada Monogatari tourist train set will be replaced by a 3-car KiHa 185 DMU set next year

https://iyonadamonogatari.com/info/wp-content/uploads/2021/03/2021.03.29.pdf

>>1635725
Financial feasibility aside, this feels more like a direct replacement of the Limited Express Hokuto since they could just dual-gauge one of the tracks on the Hakodate Main Line between the two stations and just run a mini Shinkansen set as the replacement Hokuto service directly between the two cities
>>
>>1623830
comfy
i watch every week
>>
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New guide - Chuo Line Mitaka to Takao, 201 Series. please enjoy.

https://youtu.be/YyF6uQcbK9E
>>
>>1637462
They're currently showing reruns though. Nothing really all that new, it seems. Next week is a rerun too.
>>
>>1639606
usually they produce material for some weeks and then have reruns inbetween but corona must've messed with their schedule
i wait out the new season if they don't have reruns worth watching again
>>
>>1639700
the problem is that the reruns are always the same episodes
>>
https://www.hokkaido-np.co.jp/sp/article/534484?rct=n_jrhokkaido
It've been 10 years after JR Hokkaido Sekisho Line Limited Express Train accident, lines with speed reduced after the incident still cannot resume original speed due to JR Hokkaido's financial difficulty making it hard to form necessary maintenance system to guarantee safety for high speed operation
>>
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>>1639700
>>1639703
I don't have much issue with the reruns, as I probably didn't see the first broadcasts, but reruns seem rather common for most of their programming, especially some of the more... variety stuff.

There was a special program broadcast recently, "The Lifesaving Fuel Train" about JRF employees being drafted in to operate DD51 diesel locomotives on a section of rail from Nigata to Koriyama, which isn't intended for freight use, in the aftermath of the 2011 Great East Japan Earthquake. This was due to damage to the Tohoku Mainline.
>>
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>>1640451
Good documentary, with decent actual footage from 2011. Still... a lot of dramatisation, and at least it's "original" content... not a rerun. Feels like something that was probably broadcast on NHK G and was then... translated.
https://www3.nhk.or.jp/nhkworld/en/special/episode/202104180910/
>>
Yokohama Air Cabin opened today, with shortened opening times. https://yokohama-air-cabin.jp/en/
>>
>>1641712
I never understand why facilities would shorten opening time as a coronavirus prevention measure. Shouldn't they extend their opening time and encourage people come in less busier time?
>>
>>1641788
Late hours are correlated with alcohol consumption and alcohol consumption is correlated with lower adherence to whatever regulations they put out.
Don't try to reason with authoritarians, it gives you wrinkles.
>>
Update on the future of the portion of the Hakodate Main Line parallel to the future extension of the Hokkaido Shinkansen to Sapporo:
-Discussion is being held separately for the Hakodate-Oshamambe section (Oshima block) and the Oshamambe-Otaru section (Shiribeshi block).
-Three proposals for each section:
-Keep the railway
-Convert to bus
-Keep rail service on high traffic portions (Hakodate-Shin-Hakodate Hokuto for Oshima, Yoichi-Otaru for Shiribeshi)
-Predicted financial costs for the Shiribeshi section were published.
https://tabiris.com/archives/hokkaido-heikozairaisen20210421/
http://www.pref.hokkaido.lg.jp/ss/stk/skt/heizai/block8/sanko_shiribeshi.pdf
My opinion is that they're going to keep passenger service only between Hakodate and Shin-Hakodate Hokuto for the connection to the shinkansen and axe the rest, though I think Hokkaido or the National Government might step in to preserve the Shin-Hakodate Hokuto-Oshamambe section for freight traffic.
>>
>>1641967
The population forecast seems too pessimistic, forecasting population of Otaru to drop from 115k to 38k in 40 years
For Niseko I think they should add a station near Niseko Township, even though it's too closed spaced for Shinkansen and wouldn't add much extra convenience for skiiers, it can become a more convenient intermodal transferring center and also absorb some local demand
And it make absolutely no sense for Yoichi-Otaru to be broken out as an independent third sector railway
As for Shin Hakodate Hokuto, I think JR Freight should take the railway infrastructure and optimize it for freight traffic, and probably together with infrastructure of other 3 sectors railway from Morioka to Hakodate, then the 3 sectors can either run their own passenger trains on JR Freight track and pay JR Freight for track usage fee, or JR Freight cab haul an extra passenger car behind some of their freight trains.
>>
>>1641967
https://www.hokkaido-np.co.jp/sp/article/535844?rct=n_jrhokkaido
Hokkaido want to decide future of Osamambe-Otaru section next year
Yoichi want Yoichi-Otaru section remain as part of JR
https://www.hokkaido-np.co.jp/sp/article/535473?rct=n_jrhokkaido
Further discussions on Oshima block will occur between local governments on the 26th of this month
>>
>>1642224
>then the 3 sectors can either run their own passenger trains on JR Freight track and pay JR Freight for track usage fee, or JR Freight cab haul an extra passenger car behind some of their freight trains.
Would it be logical to instead introduce tourist trains along such a route? If the route is scenic and the area well known for various tourist attractions, then surely a tourist train would be most logical conclusion? It doesn't need speed, and it doesn't need to serve all the stations along such a route - depopulation seems like it's a non-issue.
>>
>>1642233
but the purpose of many three sectors are to maintain transportation link for local residents. While some do run sightseeing trains to help boost their revenue, the local transportation is still their main purpose.
If a train line can be supported simply by running tourist trains then it most likely won't become a three sector in the first place, since privatized railroad companies can be able to gain additional profits from them
>>
>>1642224
>it make absolutely no sense for Yoichi-Otaru to be broken out as an independent third sector railway
Agreed, maybe the local government can work out a deal similar to the Nagasaki Main line section from Hizen Yamaguchi to Isahaya, where the local government pays for the infrastructure upkeep while JR Kyushu continues operating services.
>JR Freight cab haul an extra passenger car behind some of their freight trains.
No way this is happening though.
>>
>>1620827
Cathy Cat, our new host for NHK's Japan Railway Journal, starting next week
>https://www.youtube.com/watch?v=4Uv3dzLaQPY
>>
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>>1642497
Nathan is really passionate about trains, and they change him for a youtuber? oooff
>>
>>1642294
>>JR Freight cab haul an extra passenger car behind some of their freight trains.
>No way this is happening though.
It happened in JNR era, why not now
>>
>>1642502
>Nathan is really passionate about trains

Really? I've always found him aloof and just with a passing interest in trains, like a cool guy forced to socialize with nerds. He was a downer for me compared to the previous guy.
>>
>>1642542
This doesn't make sense compared to freight sharing passenger train.
>>
>>1642294
>local government pays for the infrastructure upkeep
They have a weaker position, at a higher cost. Much more difficult.
>>
>>1642559
Why you think something having done by multiple railroads around the world "doesn't make sense"?
>>
>>1642564
Why did you not read the part after, "compared to"?
There is no through freight train running here normally. They are not palletized cargo or parcels either. If you are doing the latter, a passenger train is going to be more efficient anyway.
Shifting a small part of the freight to Shinkansen and ships due to Seikan Tunnel will further reduce the demand. If Shinkansen freight operation is undertaken at Kutchan Station, there will also be no longer distance distribution needs that may require a freight train.
>>
>>1642619
It doesn't make sense because doing so will bring bigger damage to Hokkaido economy than benefits that Shinkansen could bring. Japanese government have also ruled out the option for this reason
>>
>>1642542
When was the last time that JNR mixed freight with passenger? Freight as in cargo in containers, not packages or mail. I think mixing freight with passenger service would probably have serious legal and logistical hurdles.
>>
>>1642722
Japanese Wikipedia say last in Japan in regular railroad operation was year 1987 but it was a private railroad not JNR lines, and it ended following the line's abandonment
And even now there are still some Funicular that can also haul additional freight carriage

Also, while not in Hokkaido, LDP's commitee is now recommending exactly this for portion of Hokuriku Main Line that will become third sector between Tsuruga and Kanazawa as a method of retaining limited express service along the corridor after the opening of Shinkansen
https://www.nikkei.com/article/DGXLZO17673250U7A610C1LB0000/
>>
https://www.torizuka.club/2020/03/14/%E3%82%84%E3%81%A3%E3%81%B1%E3%82%8A%E5%AE%A2%E8%BB%8A%E3%81%8C%E6%AC%B2%E3%81%97%E3%81%84%E3%80%82/
> Chairman of Echigo Tokimeki Railroad's blog
>誰か5000万円出す人いませんかねえ。
>MY客車作りませんか。
>トキ鉄で使用させていただいて使用料を払いますから、一つのビジネスモデルとしていかがでしょうか?
>>
>>1643011
>>1642722
https://railf.jp/news/2016/06/05/201500.html
https://railf.jp/news/2017/07/11/170000.html
Tsugaru railroad have done ceremonial run of mixed train in 2016 and 2017
>>
>>1642657
You didn't even make clear which part you are pointing at, when Shinkansen freight is being done. Some future growth will already have been absorbed by trucks on ferries.

>>1643011
>freight carriage
That's not a container.
>https://www.nikkei.com/article/DGXLZO17673250U7A610C1LB0000/
There are more gains to be made on regional distribution to achieve modal shift to displace trucks, preferably by passenger trains. Slowing containers down by making all-stops, or mixing time-insensitive and bulk cargo (if they aren't too long train formations) with passengers won't be comfortable.

>>1643023
Is running a shorter freight train specifically for mixing passengers efficient?
>>
>>1643034
According to report in year 2019, as Seikan tunnel currently transport 4.8 mega ton freight each year, abandoning all freight train movement across the tunnel and shifting them to marine transport will mean an extra 700 truck drivers in Hokkaodo and 1550 drivers outside Hokkaido being needed in busy season, and even in off-season it would require an additional 350 drivers inside Hokkaido + 800 outside, in additional to six new RoRo ships, and failure to procure such additional capacity due to problems like driver shortage would result in inability to transport 92% inbound and 97% outbound freight, including potatoes and onions and redbeans which Hokkaido supply 30-50% entire Japan's market, and its damage to Hokkaido's agricultural sector alone is anticipated to be 146 Billion yen each year. Even if suchshift to marine transportation successful, transportation cost will still be increased compares to freight trains.
https://toyokeizai.net/articles/amp/351128?display=b

As for Freight Shinkansen, each Freight Shinkansen Train can only transport 65 tonnes of freight, and is thus not capable of transporting agricultural products, hence the aforementioned losses to agricultural sector if all freight trains are to be abolished will be the same in this scenario
https://tabiris.com/archives/hokkaido-kamotsu2019/

As for the Hokuriku proposal, one thing should be noted is that the passenger third sector company is expected to rely on maintenance payout from JR Freight for a fairly large part of its revenue. Since the payout is propitiational to the percentage of freight trains running on the line, increasing the number of passenger express train service will reduce freight train's ratio and thus result in significant reduction to the third sector railway's revenue damaging its financial performance.
https://diamond.jp/articles/-/213475
>>
>Slowing containers down by making all-stops, or mixing time-insensitive and bulk cargo (if they aren't too long train formations) with passengers won't be comfortable.
The Hokuriku proposal calls for a replacement to limited express train connecting Fukui to Nagoya and Osaka, hence there won't be too many stops in the middle
>Is running a shorter freight train specifically for mixing passengers efficient?
Most lines which operated such kind of service in the past appears to be local lines with limited demand both in term of passengers and freights, and thus formation length does not seems to be a big limiting factors
>>
>>1642497
>>1642502
>>1642544
They took similar decisions with Kawaii International, right up until it got cancelled by NHK.
My guess is that the Railway Journal is getting... less viewers? And perhaps they think that an influencer might bring new them back. Or perhaps they might be looking to make it more appealing to women?
I recall there was the episode about the Sunrise Seto/Izumo, where they had Donna Burke as the guest star. Now... I immediately recognised her because she's the voice of the iDroid from Metal Gear Solid V, and sung Heavens Divide for Peace Walker and Sins of the Father for The Phantom Pain. Yes, she's the wooooaaaaah lady.
Or they're going for some kind of... revival/rebranding to make the show more... appealing to younger people.
RE: Nathan - for the Echigo Tokimeki Railway episode where he rode the tourist train, I noticed he kept with him a Nikon DSLR, which I'd expect is much more of a... trainspotter thing - photographing passing trains along certain parts of the line. Nathan strikes me as a sort of posh Australian who speaks like that because he's... just that sort of man brought up in an upper middle class family.

Also,
>starting next week
week after is a rerun for the Tenryu Hamanako Railroad... so... it seems it may slow down

Still, next week's Train Cruise is Kyoto Tango Railway.
>>
>>1642544
I have to agree, I miss Russell and eventually stopped watching after he left.
>>
>>1643077
I didn't say it is be completely replaced, but whatever freight someone plan to transport on freight trains mixed with passenger-cars could be absorbed by Shinkansen, especially with Kutchan Station there for district/regional distribution.
Making JR Freight route freight trains via Hakodate Main Line in normal times to keep it alive doesn't seem solid and well-received.
>>
>>1643083
>limited express train
Then the container freight will slow it down.
>to Nagoya
This shouldn't need freight to be viable. It's the historic policy bs.
>Osaka
It's a transition difficulty. If such a dedicated service has to be started, it might as well keep the Ltd Exp at Fukui Station instead. Has there been any more news to this anyway?
>local lines with limited demand both in term of passengers and freights, and thus formation length does not seems to be a big limiting factors
I don't get whether the ideas are to move destination or through freight on Hakodate Main Line.
>>
>>1643489
? Freight trains with regular passenger cars are regular freight trains, regular Shinkansen won't be able to handle them
>Making JR Freight route freight trains via Hakodate Main Line in normal times to keep it alive doesn't seem solid and well-received
What do you mean? JR Freight is already serving Hakodate Main Line regularly, between Oshamanbe and Hakodate, with dozens of trains each days, and those trains will continue to run no matter you have passenger services or no
>>
>>1643491
>>limited express train
>Then the container freight will slow it down.
Will be up to them to evaluate
JR Freight train 3095, leaving Osaka Freight Terminal on 10:50, can only reach South Fukui on 14:53
>>to Nagoya
>This shouldn't need freight to be viable. It's the historic policy bs.
There are also revenue consideration?
And as mentioned before, even if JR Central keep the express train service to Fukui, it will still worsen the third sector's balance sheet
>>Osaka
>It's a transition difficulty. If such a dedicated service has to be started, it might as well keep the Ltd Exp at Fukui Station instead. Has there been any more news to this anyway?
JR West have explicitly decided that limited express train will not continue to serve Fukui
Instead they are investing to make the interchange process at Tsuruga as smooth as possible by coordinating timetable between limited express and Shinkansen, as well as constructing a new station platform for limited express train right below the Shinkansen platform at Tsuruga station.
This is similar to what JR Kyushu is doing with Nagasaki Shinkansen now and what they did at Shin Yatsushiro in 2000s
On the other hand local politicians at Fukui are exploring options for either HR Freight or their own local 3-sector companies to operating express services connecting Fukui directly to Nagoya/Osaka
But it's unlikely to come into fruition due to things like cost
>>local lines with limited demand both in term of passengers and freights, and thus formation length does not seems to be a big limiting factors
>I don't get whether the ideas are to move destination or through freight on Hakodate Main Line.
Through freight, JR Freight do not currently serve any stations between Hakodate and Muroran.
Which would make it different from historical use case of mixed trains
>>
「台湾新幹線の製造価格「3倍も高い」カラクリ 独自取材で判明、日本と違う台湾のコスト構造(東洋経済オンライン) - Yahoo!ニュース」:https://news.yahoo.co.jp/articles/d4e934d07b107d2ea1b2bcb8910df88f056678bf?page=1

On the cost of Shinkansen export to Taiwan
>>
https://www.hokkaido-np.co.jp/sp/article/537704?rct=n_jrhokkaido
Hokkaido government published estimation to future financial forecast for various scenario along the Oshamanbe-Hakodate section
- Running the ebtire line as third sector is expected to incur 94 billion yen loses in the next 30 years
- Even just keeping the Hakodate to Shin Hakodate Hokuto section will result in 56 billion yen loses
- Even bus replacement is going to incur 10 billion yen loses
- Although Oshamanbe to Hakodate section is expected to get almost 4 billion yen from JR Freight each year for the use of freight train on the line, due to the high cost of maintenance caused by freufht trains using the line, the losses is on same order of magnitude as the Oshamanbe to Otaru section

https://tabiris.com/archives/n700s-seat/
With the introduction of 6 wheelchair space on N700S trains on Tokaido Shinkansen, some trains on the line will no longer have 1323 seats, and thus those seats are being blocked from the reservation system on all trains until the day of departure
>>
>>1643533
Ok, it was unclear whether >>1642224 is referring to Shiribeshi or Oshima section.
But other arguments still apply. On one end, you have the difficulty of adding passenger service to existing through traffic and long formation freight trains (carrying various freight) with different needs in their operation and demand (not to mention you have couple and uncouple the passenger-car); on the other, smaller pallets and parcels bound for local destinations may already be able to be accommodated on passenger trains. So again, do you make all-stops here? If so, using existing passenger trainset will be easier than freight trains.
>>
>>1643865
>On one end, you have the difficulty of adding passenger service to existing through traffic and long formation freight trains (carrying various freight)
Really? Freight trains in Japan are only usually only ~26 cars long, much shorter than international standard
>with different needs in their operation and demand (not to mention you have couple and uncouple the passenger-car);
Freight trains usually aren't that time-sensitive?
>on the other, smaller pallets and parcels bound for local destinations may already be able to be accommodated on passenger trains.
That's not really the focus here
>So again, do you make all-stops here? If so, using existing passenger trainset will be easier than freight trains.
Problem is operating dedicated passengers train cost 1 Trillion Yen
>>
PDF summary of the expected passenger numbers for the Oshima block post-Sapporo extension:
http://www.pref.hokkaido.lg.jp/ss/stk/skt/heizai/block8/sanko_oshima.pdf
>>
>>1643908
>much shorter than international standard
>aren't that time-sensitive
The placement of the passenger-car matters too. Rear will need a conductor, adding extra labor. Behind the loco will complicate shunting, which the station tracks will also need to accomodate the train length.
>Problem is operating dedicated passengers train cost 1 Trillion Yen
>That's not really the focus here
Then should make it happen.
>>
>>1644236
* Rear or behind the loco
*+ A DMU or EMU in front will need to coordinate the control arrangement.
>>
>>1643908
*0.1 Trillion
>>1644118
At this rate it would be more economical for Hakodate city to fundmini Shinkansen themselves
And what's with them predicting Hakodate population to drop ftom 256k to 116k
>>1644236
>placement
Usually would be after loco. It would add a bit works to shunting but probably not more.
>Then should make it haopen
It's still going to face huge losses of money with such being done that local governments won't be,able to handle
>>
https://mainichi.jp/articles/20210428/k00/00m/040/180000c
The Shinkansen segment to be open in Nagasaki is now officially named as West Kyushu Shinkansen
It will open next fall.
https://www.saga-s.co.jp/articles/-/668525
JR Kyushu president questions local Saga LDP politicians attempt to use JR Kyushu maintaining and improving conventional line service as a precondition of Saga section Shinkansen, saying it is against the rule of Seibi Shinkansen
https://news.yahoo.co.jp/articles/109c8e1498b54018496f3ddcbee55ee194974c4f
Part of Saga, mainly those near the already constructed section of West Kyushu route, have formed a bee committee trying to push the construction of Shinkansen in full spec bridging the gap across Saga
https://www3.nhk.or.jp/news/html/20210427/k10013000961000.html
JR Central report 1.5 Trillion Yen surge in Chuo Shinkansen Tokyo to Nagoya section budget, totalling to more thab 7 Trillion, citing engineering difficulty for Tokyo and Nagoya terminal station, additional strengthening as earthquake precaution measure, and additional charge for cost of removal of land from engineering site and such.
And JR Central exoect they can pay for the construction cost if income from.railway can progressively restore from FY2024 to FY2028.
https://look.satv.co.jp/_ct/17447944
On the Shizuoka river problem, national academic report say its effect to underground water level downstream the river will be extremely minimal, Vice governor in Shizuoka response to the report by saying he is very shocked by the content and is not something Shizuoka can accept, claiming that the report should say things like "There will be a chronic water shortage due to advanced usage" in order to obtain understanding from local area.
https://news.yahoo.co.jp/articles/d075af33ed028d0b3375fc7b068b46e69edb0b7c
Hokuriku Shinkansen Tsuruga extension - Kaga tunnel found enlarging crack - currently deemed no imoact to the overall engineering work, with additional strengthening there
>>
https://www.kyoto-np.co.jp/articles/-/555222
LDP discuss engineering pronlems of the Hokuriku Shinkansen Shin-Osaka extension, including:
- Environmental impact to underground water level and water quality inside City of Kyoto as well as to the mountain area in the Northern Kyoto due to tunneling
- Engineering impact to other transportation mode and cultural property around the Kyoto station as well as impact from engineering vehicle
- Ventilation and fire safety in long tunnel along the section
- Location of disposal of excavated soil from tunneling work
- Weak soil foundation of Shin-Osaka station
- New labor reform law's impact on schedule and cost
>>
>>1642497
Holy hell...
Cathy was not a good host. I mentioned Kawaii International in >>1643109 but I really did not expect someone who dresses up in some kind of Lolita fashion who poses in train cars to just... be the host.
The new opening theme is weird with the 3DCG E6 Shinkansen, and the changing of the format seems... off. Instead of going from the studio to a piece, they just talk over footage.
I won't say they ruined it, but they certainly dumbed it down. I don't think transport policy and infrastructure conversations are coming back...
>>
>>1642497
Just watched the Moka Railway episode and I guess the new host is actually Takagi Ryo now? I don't want to be rude, but why is she even there? Just to react with "aaaaah" "that so cute" "wow amazing" to anything Ryo says? Even Ryo was the one who introduced the video pieces. She has to take an active role and be the person who interviews the expert, Ryo, she can't just sit there and listen to the program as a regular viewer and react to it, fuck this "reaction" youtuber culture. I agree with >>1644843, I don't like the new opening either, and it felt dumbed down, the new format is horrible.
>>
https://www.topics.or.jp/articles/-/508290
JR Shikoku have Shikoku Shinkansen in its long term vision
>>
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Sotetsu will be building 4 sets of 8-car 21000 Series EMUs, which will basically be the same as their 20000 Series but for through service between Sotetsu and Tokyu instead of Sotetsu and JR East

>>1645287
I wonder what's more "pie in the sky" at this point between Shikoku Shinkansen or being "self-sufficient" by 2031
>>
>>1645291
I feel like the most cost effective way to do Shikoku Shinkansrn is that, given parallel conventional lines are unlikely to survive, to build Shinkansen on top of legacy rail's right of way, at least where the route would coincide
But Japan doesn't seems like they'd try to do it
----
As for future of Shinkansen, after the completion of current projects, and upcoming projects like Linear Shinkansen Osaka extension, Hokuriku Shinkansen Osaka extension, and Nagasaki Shinkansen Saga section, the most likely future projects I think would be Hokuriku-Chubu Shinkansen, Joetsu Shinkansen Yamagata extension, and upgrade of the two Mini Shinkansen into full Shinkansen spec. It would probably be about 2045-2050 after these projects completed, which is going to be a much different world from now. If there are still demand I think they will start doing Shikoku Shinkansen, first by building the Seto Great Bridge section to Takamatsu just like how they first built Hokuriku Shinkansen to Hakodate, and then progressively extend to cover each cities one by one. And then they may also start doing San'in Shinkansen starting from Obama, as well as East Kyushu Shinkansen. Assuming those cities can still maintain certain degree of population.
>>
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S H I N K A N S E N
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>>1645023
I need more Ryo-sama!
>>
>>1645023
Next week is a rerun.
I'm not quite sure, but I get a feeling that they won't be making as many episodes in a year as they used to.
I do agree that Ryo is basically the host now, and Cathy feels like a guest. The part where he handed Cathy the stoking shovel was especially... dumb, like he was giving her a souvenir.
Idk what kind of bureaucratic office jerk is running the show at NHK World these days, but it's almost as if they're remaking the Railway Journal in the image of Kabuki Cool, where the "host" knows very little about Kabuki (or at least pretends to) and the "expert" is a Kabuki actor. I guess that's fine for foreigners who don't know a single thing about Kabuki.... But for Railway Journal, it's not as if foreigners find the concept of a train to be alien.
The only contribution Cathy had was when she mentioned that steam locomotives are maintained in Germany by "clubs", which is like 80% true...
>>
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>>1645624
They should have brought back Yasuna instead.
At least she knows stuff and has intelligent things to say other than feigning interest via some "wow, so cute!"
I'd understand if they had no talent left, but this is the opposite.
>>
>>1645299
>given parallel conventional lines are unlikely to survive
The straighter sections are also where cities are located along. Adding a new dual-track won't hurt.
>build Shinkansen on top of legacy rail's right of way, at least where the route would coincide
>But Japan doesn't seems like they'd try to do it
But they won't coincide, when the geometric requirement is different.
>Hokuriku-Chubu Shinkansen
Incompatible system between Hokuriku and Tokaido Shinkansen.
>Joetsu Shinkansen Yamagata extension
If this is with Yamagata Station deviating from Uetsu Shinkansen with Sakata Station along Japan Sea (not to say I don't support this), it will be longer than the currently being prepared new Itaya-touge tunnel route (not to say I support this), and slower on Joetsu Shinkansen than Touhoku Shinkansen.
>upgrade of the two Mini Shinkansen into full Shinkansen spec
Akita Shinkansen conflicts with Oou Shinkansen.
>Shikoku Shinkansen, first by building the Seto Great Bridge section to Takamatsu
>progressively extend to cover each cities one by one
asddsasaddsa
>San'in Shinkansen
Very long, in parallel with Sanyo Shinkansen. No direct connection with Sanyo, and doesn't serve Tsuyama area.
>starting from Obama
No direct linkage with Kansai. Too slow on Hokuriku Shinkansen with Tokyo. Conflicting specs between Hokuriku and Toukaido-Sanyo Shinkansen (concerning the Chuugoku Oudan Shinkansen option).
>East Kyushu Shinkansen
Northern terminal has poor linkage at Kokura Station. Either a tight curve passing through most of Kita-Kyushu city; or a switchback, needing station expansion. Less direct and slower than Shikoku (juukan) Shinkansen.
>Assuming those cities can still maintain certain degree of population
Center section within southern Oita and northern Miyazaki Prefecture-s is long with less density, even at Hyuuga and Nobeoka.
Compares unfavorably with the lowered frequency on Kyushu Shinkansen, without mid-day Mizuho train service.
>>
>>1645939
* Tight curve with Takamatsu City for Shikoku Oudan Shinkansen; and poor connection to Kochi and Matsuyama Prefecture-s. Weak competition at Tokushima City.
*+ Will preclude Chuo Shinkansen westward extension without coordination between conventional and maglev, affecting Kyushu in addition.
>>
>>1645291
what's the difference? beefed-up specs for the Subway?
>>
>>1645939
What, Germany did the uograding conventional line to high speed line on numerous lines already, why cannot Japan copy it, other than Japan also meed regauging
Of course existing right of way won't be 100% reusable, and there will still be some speed limitation, but still better than start from scratch, and it can also have sufficient capacity to fit in non-high-speed trains around larger cities
>Hokuriku Chubu
1. System compatibility is not unresolvable
2. Even if no through running, same stop interchange wpuld still be more favorable
3. It's part of the national plan
>Joetsu
I mean Yamagata prefecture's Shonai area, not intended to mean City of Yamagata, sorry I wasn't being ckear enougg, although I think they could build a line connecting Sendai via Yamagata City to Niigata then to Hokuriku and West Japan
Shonai area doesn't benefit from Yamagata Shinkansen improvement
>Mini Shinkansen
Nah they'll be progressive improvement starting from the two tunnels and gradual removal of level crossing
>San'in
Connection to Sanyo can use conventional line
>Tsuyama
same
it's not like Tsuyama is some big city
>Obama
It just need a switch back then next stations will be Kyoto, Keihanna Science City, and Osaka
>Too slow on Hokuriku Shinkansen with Tokyo
The improvements currently applying to Tohoku-Hokkaido Shinkansen can also apply to Hokuriku Shinkansen
>East Kyushu
I am pretty sure no matter how much engineering work is needed around Kokura station, it'll still be very significantly cheaper than tunnel/bridge connecting Kyushu to Shikoku, especially with how deep the sea is around the point the two islands are closest to each other
>Slower
Well still faster than connecting via conventional train, plus Shikoku Shinkansens being Seibi Shinkansen also mean lower default speed unless money is spent on improving it , and even then it'll still help connect Fukuoka and h4e
yy and Hiroshima
>Population
It applies to all routes I mentioned
>>
>>1645940
>Chuo Shinkansen extension
No need to do so when there are still enough capacity on Sanyo Shinkansen, plus Sanyo Shinkansen is built to higher standard and can probably run trains at 360km/h, further boosting to maglev will only offer a thirty-something percent marginal improvement in speed, unlike Tokaido Shinkansen with 75% increase, and is also able to serve different cities due to its different alignment
>>
>>1645675
Mai Tetsu
The US should try it out
>>
https://news.yahoo.co.jp/articles/0a3f383892f72d726053ed65babe1b683ed037b9
Niigat's 3sector acquired JNR era old train as sightseeing train
>>
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Which doctor should I find to treat my Shinkansen problem?
>>
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>>1645940
>>1645983
In fact, I think a more likely approacg could be build a Linear Shinkansen from Osaka to Hakata through Shikoku, in order to increase Shinkansen's ridership share on the Tokyo-Fukuoka route, while also providing high speed train to Shikoku cities. But that would mean bypassing Hiroshima, Okayama, and Yamaguchi, especially Yamaguchi which have many high ranked politicians in Japanese political history, that I don't think it's a likely option
And I am not sure whether a Maglev Line at Shikoku can gather enough ridership as to repay the construction cost

In another topic, I think that due to the excess depth along the Hoyo strait, as well as the deposit of explosive near the seabed of that area, (even the route identified by Oita government avoiding deeper area still involve a maximum deoth of 180m below sea surface), maybe routing via Suo Oshima could be a better option?
>>
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>>1646122
This is a proposal I found from certain fringe party in Japan (Happiness Realization Party)
They also call for extending it from Tokyo along Joban Commuter Shinkansen plan and Joban Line to Sendai, then from Sendai to Akita, Aomori, Hakodate, across Uchiura Bay to Muroran, CTS airport, and Sapporo
They think the Shikoku Linear plan will cost 8 Trillion Yen but they claim without doing detailed B/C analysis it can probably generate over 20 Trillion Yen effect to Japanese economy
>>
>>1645680
>上野
与口凹乙
>>
>>1645981
>upgrading conventional line
Well... This was easier in Germany because everything uses Standard Gauge in the first place, and many mainlines are already very straight.
But Japan has already done this trick before.
It's called Mini-Shinkansen, and both the Yamagata and Akita Shinkansen lines make use of this concept. The mainlines were regauged to Standard Gauge.
In the case of the Yamagata Shinkansen, the loading gauge never changed, so the E3 trains have to use these extending steps that are used while the train utilises Tōhoku Shinkansen stations.
It's actually really similar to the British Rail Class 373, which is built to British loading gauge, but has extending steps for use at European train stations.
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>>1646175
>The mainlines were regauged to Standard Gauge.
Aren't those with three rails, i.e. two gauges?
I remember running Shinkansen alongside the regular 1067mm trains on those lines in DDG.
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>>1646182
Only a small section of the Ou Main Line (between Jinguji and Mineyoshikawa stations near Omagari, which was around 12km) has a dual-gauge track alongside a standard gauge track as most of the tracks that got re-gauged into Mini Shinkansen were either fully Standard Gauge (Yamagata Shinkansen between Fukushima and Shinjo with a small parallel narrow gauge track in Yamagata due to Senzan Line) or separate Standard + Narrow Gauge tracks (Akita Shinkansen between Omagari and Akita)
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>>1646175
>Mini-Shinkansen,
They were not being upgraded when regauged. Mini Shinkansen lines retain conventional performance, no upgrade were being performed. So max speed is still like 130km/h inside the line
>>
Which of these black lines would be better in serving the Western part of San'in area, provided that a line is to be build?
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>>1645939
>asddsasaddsa
>>
「北陸新幹線の高崎-軽井沢間の線路選定」:http://ktymtskz.my.coocan.jp/sinkansen/nagano.htm
An article from former president of Japan Railway Construction Corporation, on how the Shinkansen route between Takasaki and Karuizawa was decided
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>>1646331
Forgot about that formatting placeholder after hitting the char limit.

>>1645981
>why cannot Japan copy it, other than Japan also meed regauging
>Of course existing right of way won't be 100% reusable, and there will still be some speed limitation, but still better than start from scratch, and it can also have sufficient capacity to fit in non-high-speed trains around larger cities
Totally underestimating the difference. Building viaducts and tunnels from scratch will be cheaper and more effective than upgrading an at-grade curvy and steep line on embankment in the end.
>1. System compatibility is not unresolvable
This also concerns seating and doors. On top of dual frequency and signalling, you need to fruther add tilting, more motor and braking power (for higher gradient), etc.
>2. Even if no through running, same stop interchange wpuld still be more favorable
If you are terminating at as far as Nagoya Station, you might as well run all of them to Shin-Osaka Station to keep a higher frequency.
>3. It's part of the national plan
By extension, this has interface issue with a potential Mie Shinkansen
>Shonai
It's really too long in parallel through a sparse corridor, without direct connection to the Oou corridor and Touhoku further.
>Connection to Sanyo can use conventional line
>it's not like Tsuyama is some big city
Then the region won't be connected with Sanyo--Kyushu and Shikoku faster.
>It just need a switch back
Which is undesirable.
>The improvements currently applying to Tohoku-Hokkaido Shinkansen can also apply to Hokuriku Shinkansen
The gradient is unchangable. It has more tunnels. You need to buy a whole fleet of tilting trains.
>no matter how much engineering work is needed around Kokura station
Lacks comparison with Hakata Station
>very significantly cheaper than tunnel/bridge connecting Kyushu to Shikoku
Lacks a cost-benefit analysis with faster Kyushu--Shikoku--Honshu movement. You can build Oita section only as well.
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>>1646780
*+
>>1645981
>Shikoku Shinkansens being Seibi Shinkansen
What???
>>1645983
>Sanyo Shinkansen is built to higher standard and can probably run trains at 360km/h
Top speed speed-up to 320km/h is already repeatedly stated as impossible, probably from noise and vibration by the many narrow tunnels for the environment.
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>>1646122
>that would mean bypassing
They are already fast enough.
>Okayama
Connect via Shikoku Oudan Shinkansen.
>Hiroshima
If you really want, one can consider a Akina-da Islands alignment by sharing Tobishima = Ura-Shimanami Bridges to add railway to Nishi-Seto Hon--Shi fixed crossing corridor. This can by extension serve Masuda (incomplete Kabe Line plan), Yamaguchi, Hagi, and Nagato.
>Suo Oshima
Inferior to Oita, and Miyazaki with Kagoshima; as well as Kumamoto. Misses Ozu.
Timing problem with new Kita-Kyushu -- Shimonoseki road.
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>>1646127
>Joban Commuter Shinkansen
Technically mismatched when Narita-(Commuter)--Joban Shinkansen and Joban Commuter Shinkansen are different.
>to Sendai, then from Sendai to Akita
I haven't thought north of Mito is necessary..Too long in parallel with Touhoku--Oou Shinkansen. Sendai is fast enough. Misses Koriyama and Fukushima directly.
I will suggest Iwaki--Koriyama--Aitsu--Yonezawa--Yamagata City-s
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>>1645981
>can use conventional line
>still faster than connecting via conventional train
Keeping Shirasagi which runs on good Hokuriku and Toukaido Main Line-s via Maibara Station fast enough is perfectly fine. This serves Oogaki and Gifu City-s directly.
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>>1646802
*+ excessive competition will be introduced to Hokuriku Shinkansen, if Hokuriku--Chubu Shinkansen is built.
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>>1646780
>Building from scratch would be cheapr
Then why is Germany doing the upgrading?
>System compatibility, seating nd door
Hokuriku Shinkansen have enough physical space to park a 16-car long N700S right? And I don't think there are platform doors?
Plus isn't there multiple international through running HSR in Europe despite each nations use their own system and have their own signalling and electrification?
>Higher gradient
You don't need to run those train all the way from Nagoya until Takasaki so it wouldn't be a mandatory condition?
>Frequency
You would still need to run connecting conventional limited express trains from Nagoya to Tsugaru with all the operational cost but without the additional revenue or extra ridership
>Mie Shinkansen
Mie is served by Linear already
----
>Shonai
Shonai area have a total population of 320,000, which is same level as City of Akita which now have a mini Shinkansen that do have some level of ridership. And Akita's Mini Shinkansen currently take more than 4 hours to reach Tokyo while Joetsu Shinkansen extension to shonai area will be less than that, hence ridership should be more than Akita Shinkansen.
>Connection to Ou corridor
It will be perpendicular and wouldn't help the corridor's ridership. Distance from either Niigata or Shonai to Sendai is almost the same as the distance from Niigata to Shonai, and with more difficult geography hence likely higher cost than extending Joetsu to Shonai, while Shonai/Niigata<>Yamagata<>Sendai ridership probably would be less than those to Tokyo
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>>1646780
>San'in
>Won't be connected with Sanyo/Kyushu/Shikoku faster
It deoends on which have more ridership
Serving via Okayama can help boost those connections but won't be able to serve Sea of Japan side of Hyogo/Kyoto, which takes away ridership
>switxh back
It can alternatively, bypass Obama station and simoly diverge to the West near Obama City, and let traffic from Obama to San'in be served by through train from Hokuriku instead
>Hokuriku Shinkansen
Not all sections of it have same high gradient
>Hakata station vs Kokura
>Kyushu-Shikoku-Hakata
So you want something like Hakata-Oita-Shikoku-Osaka?
>>1646781
https://ats-s.sakura.ne.jp/zukan/500.html
Series 500 train wasn't able to achieve 320km/h was due to updated safety standard following Kobe earthquake, so it's performance issue instead of track design
>Noise
That's exactly the part that upgrades in Tohoku Shinkansen are doing to allow higher speed operation
>>1646791
>Already fast enough
I am concerning about the political pressure from those area if a maglev between Kansai and Kyushu bypass them, seeing as those area traditionally generate strong politicians and are politically powerful, not practical demand
>Suo Oshima route
I think cost is much stronger consideration than demand here since those area will still be connected no matter which routes, although travel time might be slower by some minutes. But question is which route would really be the lower cist option.
>Missing Ozu
that's not too major a destination that canmot be skipped
>Kita Kyushu
Nah I am not thinking about going through thaere, with new connection from Suo Oshima to Oita too
>>1646804
What competition you mean?
>>1646802
Shirasagi will not run inro ex-Hokuriku-Main-Line 3sectors, so no through trains if no Hokuriku-Chuo Shinkansen
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>>1646806
>Germany
Give examples of upgrading slow mountainous lines directly.
>don't think there are platform doors
For now?
>until Takasaki
3% max gradient is adopted on the entire opened section, not only Usui Pass bypass tunnels. Iiyama Tn alone is 22.251km Upcoming Kanazawa -- Tsuruga Station-s section is still 2.6%.
>Mie is served
Ise Shinkansen then?
>while Joetsu Shinkansen extension to shonai area
Which is not via Oou corridor. This wastes >140km along an sparse alignment, plus Oou Shinkansen. Overall, 4 parallel lines for each of their corridor along this section / screen line / cordon is excessive.
Joetsu Shinkansen is again slower than Touhoku Shinkansen.
>It will be perpendicular
This provides interchanges, and redundancy for resilience.
>and wouldn't help the corridor's ridership.
How so?
>more difficult geography hence likely higher cost
You have to tunnel anyway, not going to follow the coastal Uetsu Main Line directly. How is Yonesaka Line corridor much worse?
>Shonai/Niigata<>Yamagata<>Sendai ridership probably would be less than those to Tokyo
Whether via Yonezawa or Sendai Station-s, this is going to capture more passengers with Tokyo by being faster.
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>>1646828
>https://ats-s.sakura.ne.jp/zukan/500.html
>や、費用対効果を勘案し
>so it's performance issue instead of track design
https://toyokeizai.net/articles/-/285770?page=2
>won't be able to serve Sea of Japan side of Hyogo/Kyoto
Well-served by existing Ltd Exp trains, with potential future Obama Station connection. This comparison ignores Chuo Shinkansen.
>which takes away ridership
How does it "take away" when there's none?
> Tohoku Shinkansen
It has fewer narrow tunnels.
>connection from Suo Oshima to Oita
Fails to interchange with Sanyo Shinkansen directly.
>competition
Traveling through Tokaido or Chuo Shinkansen-s, instead of Hokuriku Shinkansen.
>Shirasagi will not run inro
Transfer at Tsuruga Station is fast enough.
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>>1646849
- For tracks like those on Shikoku Island, I don't think that terrain count as too mountainous that cannot be upgraded for better alignment and speed
- Is there plan to install platform door on Shinkansen platform?
- Last I checked, Shinkansen stil require special approval for any gradient over 2%?
- Mie isn't just Ise
- I don't think it is a good idea to view it in term of corridor and instead should focus on what it connect to. Whether them being parallel or not doesn't matter as much since that is how most people move (into and out of Kanto)
- Can the demand from Niigata to Yamagata and Sendai exceed Shonai area's demand of connecting capital area? There isn't even conventional express trains running between the Niigata and Sendai
- If I am judging correctly, if you follow Yonesaka Line, you would at least need 1 20km long tunnel plus some shorter ones, and then between Yamagata and Sendai you would also need some 20km-ish long tunnel. Meanwhile, for Uetsu corridor, between Shonai area and Northern Niigata, while there are also ~40km distance requires tunneling, there seems to be many gaps in-between mountains that it can be broken into multiple shorter tunnels.
- How will Shonai area travelling via Sendai reach Tokyo faster?
>>1646854
>費用対効果
So it is cost not engineering difficulty
>環境上の問題
So noise, which is what JR East and JR North are upgrading along Tohoku/Hokkaido Shinkansen to fix.
>Sea of Japan side of Hyogo/Kyoto
isn't the limited expressing train needing almost 2 hours to reach the area?
And Obama line was also quite bad in shape that iirc it wouldn't shorten the journey time into Osaka
>Ignore Chuo Shinkansen
All options can allow interchanging to Chuo Shinkansen?
>Tohoku Shinkansen have fewer narrow tunnels
Isn't the modification necessary being enhancing the noise abatement barrier around entry and exit of tunnel? Yes it would make Tohoku Shinkansen cheaper to upgrade, but not impossible for others
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>>1646854
>Fails to interchange with Sanyo Shinkansen directly.
The goal here is to minimize the Shikoku-Kyushu connection cost, that it passes just near Honshu is just a coincidence, if connection to Sanyo is desired then the B/C of doing so can be additionally investigated
>Traveling through Tokaido or Chuo Shinkansen-s, instead of Hokuriku Shinkansen.
Even on conventional express train and Tokaido Shinkansen, it would be faster for residents in Fukui to travel via Nagoya anyway?
>Transfer at Tsuruga for Shirasagi
It mean there will be through train service from Hokuriku to Kanto and Kansai but the through train service to Central area will be terminated despite historically available and popular
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>>1646800
>Joban Commuter Shinkansen
>Technically mismatched when Narita-(Commuter)--Joban Shinkansen and Joban Commuter Shinkansen are different
My understanding is that it is same proposal evolved into different things in different era?
>I haven't thought north of Mito is necessary..
Well the political party proposing this is essential a party trying to advertise Make Japan Great Again, so no surprise they want to advertise something grand across the nation to bolster their own support regardless actual utility
>Sendai is fast enough
It is also not just Sendai itself but also Northern Tohoku and Hokkaido
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>>1646806
>Then why is Germany doing the upgrading?
not the one you're arguing with, but Germany cares more on improving freight capacity than high speed. Even new HSLs like the VDE 8 were built allowing mixed traffic, and the new national plan features new lines with no higher speeds than 250 km/h
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>>1647054
What about https://www.br.de/nachrichten/bayern/viergleisiger-bahnausbau-bei-bamberg-kommt-voran,SV39to5 ?
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>>1647116
Mmm está en alemán, colega
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>>1647211
Mutata in paginis quibus potes solum transcribere, et scribe super illud sui iuris translatio officium subministrator
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>>1647039
>same proposal evolved into different things in different era
Originally Jouban and Narita were different in national development concepts, then they got merged; in the end Jouban section is dropped from Shinkansen's Basic Plan. However later on, before the Narita Shinkansen was finalized as the current southern coastal -- central mountains northeastward -- eastern plateau eastward alignment, there was a northward -- eastward northern alignment following today's Tsukuba Express (approximately) -- Hokusou Line. This reflects the concept of Commuter Shinkansen (where Jouban via Tsukuba and Narita via Chiba New Town are separate; even the former can be aligned towards Shinjuku Station directly instead, cf Kaihatsu Line later on) in between original ideas, and the Basic Plan to the final construction.
>not just Sendai itself but also Northern Tohoku and Hokkaido
They can interchange at Koriyama Station, unrealistically get a station local-regionally according to these ideas as far out as Shin-Aomori Station.
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>>1647054
It's more economical, and only as high top speed as needed domestically.
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>>1647442
>before the Narita Shinkansen was finalized as the current southern coastal -- central mountains northeastward -- eastern plateau eastward alignment
*! There had also been a totally southern alignment, before alignment via Chiba NT was decided
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>>1647443
It still has some irony to it, that the maximum regular speed of ICE3s is 330 km/h, but they only reach those in France.

That said, Deutschlandtakt is a glorious concept that simply doesn't need speeds like that.
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>>1647447
>some irony
It's fine when you think about how trains travel faster the further out.
>Deutschlandtakt
Yes frequency and coordinated transfer time are more important, not to mention price to consumers.
>speeds like that.
I wonder how's the average speed. It's meaningless to discuss top speed without length achieving it in the end.
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>>1647033
>minimize the Shikoku-Kyushu connection cost
Building 2 shorter, shallower tunnel is still longer in total. Depends on how the fixed cost adds up.
>Even on conventional express train and Tokaido Shinkansen, it would be faster for residents in Fukui to travel via Nagoya anyway
Hokuriku Shinkansen: Shin-Osaka Sta --=19min=-- Kyoto Sta --=32min=-- Tsuruga Sta --=10min=-- Fukui Sta --=2hr50min=-- Tokyo Sta
Shirasagi: Fukui Sta --=35min=-- Tsuruga Sta --=36min=-- Maibara Sta --=1hr=-- Nagoya Sta = 2hr11min
Nozomi: Kyoto Sta --=34min=-- Nagoya Sta --=1hr35min=-- Tokyo Sta
Direct Hikari: Maibara Sta --=2hr15min=-- Tokyo Sta
Toukaido Shinkansen trasnfer through Nozomi with Hikari: Maibara Sta --=30min=-- Nagoya Sta --=1hr35min=-- Tokyo Sta = 2hr5min
Chuo Shinkansen: Shin-Osaka Sta --=27min=-- Nagoya Sta --=40min=-- Shinagawa Sta = 1hr7min
Assuming all Nozomi-s can add a stop after Chuo Shinkansen opens (ignoring Shizuoka Pref stops): Maibara Sta --=19min (Shin-Osaka Sta 20:27 Hikari 666 skips Gifu-Hashima Sta)=-- Nagoya Sta --=1hr35min=-- Tokyo Sta
Ignoring waiting and transfer time, at least the fastest of Hokuriku Shinkansen directly should be faster than others except Chuo Shinkansen?
Chubu Juukan motorway may shorten bus travel time by 10~20min via Toukai--Hokuriku motorway . For other effects, Nagoya C2 opened last week, and Toukai Kanjou motorway is coming
>through train service to Central area will be terminated
The advantage of Shirasagi is it keeps service to Oogaki and Gifu, while offering the possibility of transfer with Shinkansen at Maibara Station (if not choosing Kyoto Sta via Hokuriku Shinkansen). Hokuriku-Chuukyo Shinkansen may skip them all depending on alignment, while cutting Shirasagi.
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>>1647026
>I don't think that terrain count as too mountainous that cannot be upgraded for better alignment
What makes you think that? Even if they are all perfectly straight and flat, you have to grade-separate the entire line together.
>plan to install platform door on Shinkansen platform
Most of Toukaido Shinkansen already have fixed fences. All Hokuriku Shinkansen stations have platform doors.
>Mie isn't just Ise
They were targeting as far as Toba (if not Shima), and Shinguu.
>So it is cost not engineering difficulty
>How will Shonai area travelling via Sendai reach Tokyo faster
At a glance, they are comparable distances, while Joetsu Shinkansen is slower.
>So it is cost not engineering difficulty
Can you really conclude this without looking at the actual cost and difficulty.
>Tohoku/Hokkaido Shinkansen
>not impossible for others
Sanyo Shinkansen is also much more densely populated.
>All options can allow interchanging to Chuo Shinkansen
That's not as direct as direct to Shin-Osaka Station. It also missed Fukuchiyama--Ayabe, and Sanda or Sonobe (if Kamioka is too close)
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>>1647026
>I don't think it is a good idea to view it in term of corridor and instead should focus on what it connect to. Whether them being parallel or not doesn't matter as much since that is how most people move (into and out of Kanto)
>Can the demand from Niigata to Yamagata and Sendai exceed Shonai area's demand of connecting capital area?
Shounai can be connected faster via Yamagata City, than the slower Joetsu Shinkansen. If both Oou and Uetsu Shinkansen-s are built as is according to the long-existing plan, Sakata City will be missed by Oou Shinkansen by a relatively short margin on .
Current proposals include extending Yamagata Shinkansen westward there.
>There isn't even conventional express trains running between the Niigata and Sendai.
This is an extra pair it will be serving as a bonus for Shinkansen, on top of Yamagata Pref. The bus is 6 per day.
>if you follow Yonesaka Line, you would at least need 1 20km long tunnel plus some shorter ones

>between Yamagata and Sendai you would also need some 20km-ish long tunnel
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>>1647493
*+ Yamagata -- Sendai City-s is an original concept lost by Oou Shinkansen and Yamagata Shinkansen and . Yamagata Line is no match for the extremely frequent bus on the faster Yamagata motorway.
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In other news: Japan contracts the rope-way disease.
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>>1647442
Wait what, is there more information on how they merged?
>Interchange
https://info.hr-party.jp/2019/8320/
http://hrp-newsfile.jp/2017/3160/
They want to bring the Tokyo - Sapporo travel time down to 2 hours
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>>1647566
https://youtu.be/nHs6CNPOLxs
I would like this in the forest next to my home
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>>1647455
frequency and coordinated transfer time are also important, but there could still much room for speed improvement
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>>1647469
It wasn't even decided to build them as tunnel or bridges, in fact, no matter which alignment
As for Fukui, ah right officially they would be able to save 20 minutes travel time to Tokyo after the opening of Hokuriku Shinkansen
As for Shirasagi serving Oogaki to Gifu, is that really that important? According to data from FY2018, number of passengers on JR between Fukui prefecture and Aichi is 192k, Ishikawa and Aichi 327k, Toyama and Aichi 140k,
whereas Fukui and Gifu is 30k, Ishikawa and Gifu is 39k, and Toyama and Gifu is 29k
The transportation demand of Hokuriku going to Aichi is an entire order of magnitude stronger than Gifu
In fact even Shizuoka seems to have bigger total ridership to Hokuriku than Gifu, with 30k to Fukui, 53k to Ishikawa, and 21k to Toyama
And the Gifu here already include things like Takayama which won't be covered by Shirasagi
>Hokuriku Chuukyo Shinkansen alignment
I think it would merge into Tokaido Shinkansen either near Sekigahara or with a switchback at Maibara and thus there wouldn't be any additional stations at Gifu, nor would it need to be involved by Gifu government since it won't pass through their land
Tokaido Shinkansen should have enough additional capacity after opening of Chuo Shinkansen to accommodate through trains toward Hokuriku
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>>1647481
> Even if they are all perfectly straight and flat, you have to grade-separate the entire line together.
Just the level crossings, which Mini Shinkansen are getting upgraded progressively although slowly
>Joetsu vs Tohoku
Ah right, if you are connecting Shonai area directly to Yamagata and Sendai instead of connecting via Niigata
But an additional question seems to be that, by doing so and make all Inner Japan line branch off Tohoku Main Line(together with Akita Shinkansen and lack of intra-Niigata connection), it cannot create a sort of economic belt along Sea of Japan side of Tohoku, and would be regard as discrimination against Inner Japan, as well as fostering centralization toward Sendai against local cities along Sea of Japan belt
>Can you really conclude this without looking at the actual cost and difficulty.
Content of JR Hokkaido and JR East works of improving Tohoku and Hokkaido Main Line have been posted in the thread before, it is mainly things like heightening noise barrier and extending the noise barrier at tunnel entry and exit iirc. There are also total cost together with total number of sites need to be enhanced, so if you can figure out how many tunnels and noise barriers are in existence along Sanyo Shinkansen then the cost should be comparable
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>>1647493
>Current proposals include extending Yamagata Shinkansen westward there.
It didn't really get much support from Shonai area iirc since with Yamagata Shinkansen staying as Mini Shinkansen they aren't getting travel time improvement against transfer at Niigata
>>1647496
>>
>>1647496
>Yamagata Line is no match for the extremely frequent bus on the faster Yamagata motorway.
Its distance is also a bit too short for high speed railway to win out?
But the thing is, such proposed connection, together with Uetsu Shinkansen intra-Niigata portion, can also link Hokuriku directly to Tohoku, and also offer direct service from these Tohoku cities to Nagoya and Osaka
>>
https://tabiris.com/archives/jre-denka/
JR East announced that, in order to construct a sustainable railway business, they want to de-electrify lightly used lines by using like hybrid powered trains and also single tracking rail lines that are currently double tracked but lightly used.
They also want to introduce variable fare system in order to suppress demand at peak time and distribute them to off peak hours/seasons, so as to reduce the number of trains necessary to run in peak hours.
>>
https://news.yahoo.co.jp/articles/b9b46e54049b8e5031ab09886d61cf4e8c319a5e
https://news.yahoo.co.jp/articles/97116934974c62dd7654326064bc904855e4e74f
https://news.yahoo.co.jp/articles/c2687cb34f13d52104fcd350586631ec6af65f21
RIP Japan
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>>1647671
>how they merged
Narita Shinkansen (I can't find the exact picture showing the northward-eastward northern alignment of Narita Shinkansen yet):
http://kakuyodo.cocolog-nifty.com/blog/2021/04/post-8bc927.html
A big-picture:
https://eprints.lib.hokudai.ac.jp/dspace/bitstream/2115/34003/1/105_PL105-134.pdf
http://kakuyodo.cocolog-nifty.com/blog/2014/09/post-855c.html (sources are broken link, so you need to search the national government archive and websites)
There's this mini-book for Commuter Shinkansen:
https://booth.pm/ja/items/1961894 / https://www.shosen.co.jp/shop/products/detail.php?product_id=3856318
https://trafficnews.jp/post/80329
Some library advice for both:
http://digioka.libnet.pref.okayama.jp/detail-en/id/ref/M2020053017532810636 / https://crd.ndl.go.jp/reference/modules/d3ndlcrdentry/index.php?page=ref_view&id=1000290958 (formatted more systematically)
Jouban Kaihatsu-sen = Development Line-s:
https://www.jcca.or.jp/infra70/wp-content/uploads/2021/03/NO_06.pdf / https://www.jcca.or.jp/infra70/wp-content/uploads/2019/11/PJ-No06.pdf
https://kusamachi.railway-pressnet.com/archives/61
http://kakuyodo.cocolog-nifty.com/blog/2017/01/post-bfa5.html
http://kakuyodo.cocolog-nifty.com/blog/2020/04/post-a24d9e.html
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>>1648043
>https://eprints.lib.hokudai.ac.jp/dspace/bitstream/2115/34003/1/105_PL105-134.pdf
*+
http://hdl.handle.net/2115/34003
In particular p.115-116 (#page=9):
10月27日,新谷運輸大臣は鉄道建設審議会に対して12線の基本計画組み入れを正式に諮問,10月初日に鉄道建設審議会が開催され,12鰻の基本計画組み入れを審議した。当日の審議においては,運輸省から収支採算性に関する試算結果が説明され,中央新幹線以外の路線、においては黒字化にきわめて長期間を要するとされた。また,委員の一人である橋本登美三郎からは,
北大文学研究科紀要今回諮問を見送られた常磐新幹線について,在来線の常磐線を謹々線化し,そのうち一本に準新幹線的なものを走行させるという案が提示され,新谷運輸大置がこれに間意したため,新たな追加路線の選定問題が再浮上した。翌日丹31日,鉄道建設審議会小委員会が開催され,12線の基本計画組み入れについて,緊急度の高いものから段階的に整備すること,関連線区の在来線を整備すること,関鉄の運賃水準を適正に設定することなど4項目の付帯決を加えて了承した。11丹2日には鉄道建設審議会が再び行われ,先の小委員会で行われた付帯決議を踏襲して諮開案を了承した。また,この日の審議会においては,基本計画組み入れからもれた常磐(東京一水戸一福島)・紀勢(名古屋新宮一大阪).~II路(札輯釧路)・中国斜断(松江広島)の4新幹練について,運輸省に対し引き続き調査を進めていくことを求めた。これを受けて新谷運輸大臣は,国鉄・日本鉄道建設公盟に対して12線の基本計画策定を指示,11丹訪日に12線の基本計画が決定した





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