日本子彈頭列車出口為何失敗？

@user123cmadsheerr-ok6tj
The main reason Taiwan chose a Japanese train set was its earthquake-resistant design, though this factor may not be a primary consideration for all potential buyers.

臺(tái)灣（地區(qū)）選擇日本列車組的主要原因在于其抗震設(shè)計(jì)，不過這一因素未必會(huì)成為所有潛在買家的首要考量。

@bngnyc
I remembered back in the mid 70's, Japanese products were rated as inferior, much like Chinese's products were a decade ago. Quality evolves, and it needs to be maintained. Case in point, Geman's car used to be the standard, not so much nowadays, at least not in my book.

我記得上世紀(jì)70年代中期，日本產(chǎn)品曾被視為劣質(zhì)品，就像十年前中國制造給人的印象一樣。產(chǎn)品質(zhì)量是逐步提升的，更需要持續(xù)維護(hù)。以德國汽車為例，它們曾被視為行業(yè)標(biāo)桿，但如今已不復(fù)當(dāng)年，至少在我看來是如此。

@letsgowalk
As a lifelong California resident, I'm just hoping I'll be able to ride our much maligned HSR before I croak.

作為一個(gè)土生土長的加州人，我只希望能在有生之年坐上我們那飽受詬病的高鐵。

@jamesau4296
I do think the Japanese signalling system(non-wireless ATC) are much more sophisticated for safety than European one(Wireless ERTMS). But they are too sophisticated that vendor lock-in is a concern especially when Japanese played the vendor lock-in game for Taiwanese high speed rail second batch rolling stock sale.

我認(rèn)為日本信號(hào)系統(tǒng)（非無線ATC）在安全性上確實(shí)比歐洲的無線ERTMS更為精密。但正是由于過于精密，反而容易造成供應(yīng)商鎖定問題。在臺(tái)灣（地區(qū)）高鐵第二批列車采購時(shí)，日本廠商就玩過供應(yīng)商綁定的把戲。

@theinfralix6598
It's not just the high cost of Japanese HSR, it's also the very slow construction compared to China. Had Indonesia gone with Japan, it would still be "constructed" or may be not started yet. That's the difference.

日本高鐵不僅成本高昂，建設(shè)速度也遠(yuǎn)慢于中國。如果印尼當(dāng)初選擇日本，現(xiàn)在可能還在建設(shè)中，甚至根本還沒開工。這就是差距。

@RovinTan
People need to understand public infrastructure is to serve the community, not to generate profits for the shareholders.

民眾需要明白，公共基礎(chǔ)設(shè)施的本質(zhì)是為社區(qū)服務(wù)，而非為股東創(chuàng)造利潤。

@riowhi7
California has similarly mountainous and earthquake-prone geography to Japan, as a Japanese living in California I would love to see a partnership happen.

加利福尼亞州與日本有著相似的多山地形和地震頻發(fā)的地理特征。作為一名生活在加州的日本人，我十分期待雙方能就此展開合作。

@ah5878
Indonesia high speed train deal is not exactly what you said. Both Japan and China offered financing, however Indonesia decided to borrow money not with government backing which Japan couldn’t accept and Japan also denied technology transfer. Hence, China won the deal with partnership. Indonesia HSR is in operation for a couple years now and Japan is still working on India HSR.

印尼高鐵項(xiàng)目并非如你所說。日本和中國都提供了融資方案，但印尼決定選擇無政府擔(dān)保的借款，日本無法接受這一點(diǎn)，同時(shí)日本也拒絕技術(shù)轉(zhuǎn)讓。因此，中國通過合作贏得了這筆交易。如今印尼高鐵已運(yùn)營數(shù)年，而日本參與的印度高鐵仍在建設(shè)中。

@reddragon2k6
The good news is that India's bullet train project is making good progress in construction. Unfortunately the land acquisition hellscape wasted a lot of time

好消息是印度子彈頭列車項(xiàng)目的建設(shè)進(jìn)展順利。遺憾的是，征地過程中的重重阻礙已造成了大量時(shí)間損耗。

@Trackandshield
Just look at japanese financing of indian HSR, 80% of project's cost will be financed by Japanese loans with interest of 0.1% over 50 years!! Now compare that to indonesian hsr loans, which were 75% through china with an interest of around 3.5%.

只需看看日本為印度高鐵提供的融資方案：項(xiàng)目總成本的80%將通過日本貸款覆蓋，利率低至0.1%，還款期長達(dá)50年！再來對比印尼高鐵的融資條件：中國提供的貸款占比75%，利率卻高達(dá)3.5%左右。

@kenster1998
There are "mini" Shinkansen lines in Japan that share their standard gauge track with conventional lines. For example, Yamagata Shinkansen shares its track with the conventional Ou Main Line. These "mini" Shinkansen also has lower loading gauge (trains are narrower like the conventional 1067mm trains). From Tokyo to Fukushima, Yamagata Shinkansen is attached to the Tohoku/Hokkaido Shinkansen and runs at high speed. At Fukushima, Yamagata Shinkansen separates from the Tohoku/Hokkaido Shinkansen and runs at a lower speed to Shinjo. Stuff like this makes "train spotting" in Japan so interesting!

日本有一種"迷你"新干線系統(tǒng)，可與傳統(tǒng)線路共享標(biāo)準(zhǔn)軌距軌道。比如山形新干線就與奧羽本線的傳統(tǒng)軌道共用部分路段。這類"迷你"新干線的裝載限界較?。熊噷挾雀?，類似于傳統(tǒng)1067毫米軌距列車）。從東京到福島區(qū)間，山形新干線會(huì)與東北/北海道新干線并軌高速行駛；到達(dá)福島后則分離轉(zhuǎn)向新莊方向，轉(zhuǎn)為低速運(yùn)行。正是這種獨(dú)特的運(yùn)營模式，讓日本的"火車觀察"活動(dòng)充滿趣味！

@dnauy7
Technology transfer, especially concerning advanced technologies, represents an extremely critical decision in inter-state cooperation.
However, looking at Indonesian public opinion, there's a tendency to undervalue this significance. They criticize not only Japan regarding the Shinkansen deal but also South Korea over fighter jet development, claiming that these nations were unwilling to transfer technology.
As reiterated, technology transfer is a rare decision that is only possible when there's a deep relationship of trust between the two countries involved. While Indonesia's foreign policy is fundamentally neutral, it sometimes shows a tendency to prioritize its relationship with China, occasionally creating tension with Japan. This can be one factor making it difficult for Japan to fully trust Indonesia when it comes to technology transfer in critical infrastructure sectors.
In this respect, China's strategy has been quite skillful. They understood Indonesia's needs and successfully differentiated themselves from Japan a nation that emphasizes careful processes by proposing to provide technology.
However, Japan's refusal to transfer Shinkansen technology to Indonesia and China's transfer of high-speed rail technology are both part of a major national strategy.
It's not just business.

技術(shù)轉(zhuǎn)讓，尤其是涉及先進(jìn)技術(shù)時(shí)，是國家間合作中極為關(guān)鍵的決定。
然而，從印尼的輿論來看，他們往往低估了這一點(diǎn)的重要性。他們不僅批評日本在新干線交易中不愿轉(zhuǎn)讓技術(shù)，還批評韓國在戰(zhàn)斗機(jī)開發(fā)上的類似態(tài)度。
重申一次，技術(shù)轉(zhuǎn)讓是一種罕見的決定，只有在兩國之間存在深厚信任關(guān)系時(shí)才可能實(shí)現(xiàn)。盡管印尼的外交政策本質(zhì)上是中立的，但有時(shí)會(huì)表現(xiàn)出優(yōu)先發(fā)展與中國關(guān)系的傾向，偶爾會(huì)與日本產(chǎn)生緊張關(guān)系。這可能是日本在關(guān)鍵基礎(chǔ)設(shè)施領(lǐng)域難以完全信任印尼的原因之一。
在這方面，中國的策略相當(dāng)巧妙。他們理解印尼的需求，并通過提議提供技術(shù)，成功將自己與注重謹(jǐn)慎流程的日本區(qū)分開來。
然而，日本拒絕向印尼轉(zhuǎn)讓新干線技術(shù)，以及中國轉(zhuǎn)讓高鐵技術(shù)，都是兩國重大國家戰(zhàn)略的一部分。
這不僅僅是商業(yè)問題。

@Potatoes-starch
Signalling system contract in india is now provided to Siemens as of now. So the indian HSR will be similar to taiwan model where they use japanese train sets and European signalling system

目前印度高鐵項(xiàng)目的信號(hào)系統(tǒng)合同已確定由西門子提供。這意味著印度高鐵將采用與臺(tái)灣（地區(qū)）模式類似的混合方案，即使用日本列車組搭配歐洲信號(hào)系統(tǒng)。

@mehulgohil7538
As an Indian, looking forward to riding on a Shinkansen on the MAHSR. Godspeed to us!

作為一名印度人，我期待著在孟買-艾哈邁達(dá)巴德高鐵上乘坐新干線。祝我們好運(yùn)！

@rj6404
Japan ran a similar project with India in the 80's with motor cars, suzuki motor company introduced its basic 'model' but suzuki had a problem it did not trust if it could sell cars in Indian market so the govt of India came up with a solution, a 20% deposit to book the car (paid 7% interest until car was delivered) in days it got the booking for 1yr's production (it had to stop accepting bookings), fast forward 40yrs, suzuki's bread n butter is India (3rd largest car market in the world), close to 50% cars sold in India is suzuki, ford, gm, toyota, honda none could compete, Japan is hoping the same with Shinkansen, India has the largest railway network in the world, Indian railways is worlds largest employer & its the fastest growing economy in the world, all bets are on India & its bullet train.

日上世紀(jì)80年代，日本曾與印度開展過類似的汽車產(chǎn)業(yè)合作。鈴木汽車公司當(dāng)時(shí)僅引入基礎(chǔ)車型，由于對印度市場缺乏信心，印度政府創(chuàng)新性地推出解決方案：要求消費(fèi)者支付20%訂金（在交車前可獲7%利息）預(yù)訂車輛。結(jié)果短短數(shù)日就收到相當(dāng)于一年產(chǎn)量的訂單（不得不停止接單）。四十年后的今天，鈴木在印度市場如魚得水（印度是全球第三大汽車市場），近50%的汽車銷量來自鈴木，福特、通用、豐田、本田均無法與之競爭。日本希望新干線項(xiàng)目也能復(fù)制這一成功。印度擁有全球最大的鐵路網(wǎng)絡(luò)，印度鐵路公司是世界最大雇主，加之印度作為全球增長最快的主要經(jīng)濟(jì)體，這場關(guān)于子彈頭列車的豪賭，勝負(fù)手盡在印度

@ramonching7772
Japan didn't lost. They chose a lousy partner.
They lose their good reputation because the partner with a pure talker. And that talker happens to be in charge as well.

日本沒有輸。他們只是選錯(cuò)了合作伙伴。
由于與一個(gè)只說不做的空談家結(jié)盟，日本賠上了自己的良好聲譽(yù)，糟的是，這個(gè)空談家還手握實(shí)權(quán)。

@waterdragonclan9108
I lived in Texas for long time and keep wishing for the bullet train. All those years, I don't see much change in Texas, but the population grows. The reason China successful operate bullet train is for the future. They are planning ahead. Not like our USA, we care about profit now. When I traveled for 2 months in China, I was so scare riding on several empty buses through remote areas for 2 yuan (around 30 cents), but I was safe riding alone to my destinations. The bus drivers told me that is normal. The buses operate to ensure people can get to places, not for profit. We will never see empty buses operate in the USA, because profit. Where I live, you must have a car or paid uber to go anywhere.

我在德州生活多年，一直期盼能有子彈頭列車。這些年，德州變化不大，但人口卻在增長。中國成功運(yùn)營高鐵是因?yàn)樗麄冎畚磥恚崆耙?guī)劃。不像我們美國，只在乎眼前利潤。在中國旅行的兩個(gè)月里，我曾忐忑地乘坐票價(jià)2元（約30美分）的空蕩公交車穿越偏遠(yuǎn)地區(qū)，但最終安全抵達(dá)目的地。司機(jī)告訴我這很正常。公交車是為了保障人們的出行，而非盈利。在美國，我們永遠(yuǎn)不會(huì)看到空車運(yùn)營，因?yàn)槔麧欀辽?。在我住的地方，沒有車或網(wǎng)約車就寸步難行。

@plameniontchev3681
I have lived in Japan for 5 years and yes the Shinkansen is a marvel of engineering. One of the most impressive journey was between Sendai and Kagoshima where 60km is made in 10-11min. A normal train travels about an hour. And it is not true that Shinkansen technology exist only in Japan. I had travelled in with a bullet train in both Korea and China. They were not so luxory as the Japanese one but roughly the same speed. I have even ridden the French TGV train. The problem with wide spread is that they are expensive. They need smooth tracks not very curvy. In Japan this imply a lot of bridges and tunnels. But respect to Japanese - if this serves the society they do it regardless of the cost.

在日本旅居五年間，我深刻體會(huì)到新干線堪稱工程奇跡。最令人驚嘆的是仙臺(tái)至鹿兒島路段，60公里僅需10-11分鐘，而普通列車需行駛約一小時(shí)。
事實(shí)上，新干線技術(shù)并非日本獨(dú)有。我曾體驗(yàn)過中國和韓國的高鐵，雖不及日式服務(wù)奢華，但速度基本相當(dāng)。法國TGV列車我也曾乘坐。高鐵普及的瓶頸在于成本：它需要平直少彎的軌道，這在日本意味著要建造大量橋梁隧道。但不得不佩服日本人的精神，只要對社會(huì)有益，他們從不在乎投入成本。

@bjoon
Having used all of them out there, China has the best product with the Fuxing series, especially those running between Beijing and Shanghai, and specifically in business class and beyond, there's nothing like that anywhere else in the world, and none go as fast and smoothly as those trains. The only thing it lacks it's the catering, in that aspect Japan is the clear winner. The Freccia in Italy also has good catering as well as some TGV lines, but still nothing comparable to Japanese trains, which have truly delicious food and hospitality

在親身體驗(yàn)過全球高鐵后，我認(rèn)為中國的"復(fù)興號(hào)"系列，尤其是京滬線上的商務(wù)座及更高級(jí)別車廂，堪稱世界頂尖水準(zhǔn)，其平穩(wěn)性與速度無出其右。唯一稍遜的是餐飲服務(wù)，這方面日本仍是當(dāng)之無愧的冠軍。意大利列車和部分法國TGV線路的餐食雖也不錯(cuò)，但比起日本新干線精心制作的美食和極致待客之道，仍稍遜一籌。

@emi1609
While Japanese "bullet trains" are not introduced to many countries, Japanese both train vehicles and train control systems are being introduced in many European countries in the past decade, including Italy, UK, and Denmark. Hitachi Rail acquired an Italian company, AnsaldoBreda S.p.A., in 2015, and proved its values: technological precisions, meeting schedules as in contracts, enhancing safety issues among local workers, and more. The advantage of Japanese trains are not only speeds, but also continuous safety maitenances and low defect rates in a long run.

雖然新干線未廣泛出口，但過去十年日本列車和控制系統(tǒng)已進(jìn)入意、英、丹等歐洲國家。2015年日立收購意大利安薩爾多百瑞達(dá)公司后，充分展現(xiàn)了其價(jià)值：技術(shù)精密、嚴(yán)格履約、提升當(dāng)?shù)毓と税踩庾R(shí)等。日本列車的優(yōu)勢不僅在于速度，更在于長期保持的安全維護(hù)標(biāo)準(zhǔn)和低故障率。

@Trackandshield
If japan can replicate what Suzuki has done in india, it would be irreplaceable in indian context, given that suzuki india has twice the market cap of suzuki global, which is quite insane to think about 

若日本能復(fù)制鈴木在印度的成功模式，其將在印度市場獲得不可替代的地位，考慮到鈴木印度公司的市值竟是鈴木全球總市值的兩倍，這一設(shè)想絕非天方夜譚。

@00ta
It’s not a matter of business—it’s a matter of human safety. Japan should adhere to its safety standards. I believe that, in the long run, the Japanese approach will be recognized as the more ethical path.

這絕非單純的商業(yè)考量，而是關(guān)乎人命安全的根本原則。日本理應(yīng)堅(jiān)守其安全標(biāo)準(zhǔn)。我深信，從長遠(yuǎn)來看，日本的做法終將被證明是更負(fù)責(zé)任的抉擇。

@anir2286
In India the Mumbai - Ahmedabad will be extended to New Delhi and then onwards to Pune, Nagpur, Hyderabad, Bangalore, Kolkata Chennai and Mysore.

印度正在規(guī)劃將孟買-艾哈邁達(dá)巴德高鐵線路延伸至新德里，并進(jìn)一步擴(kuò)展至浦那、那格浦爾、海得拉巴、班加羅爾、加爾各答、金奈和邁索爾等主要城市。

@EnzYYBruHH
As a Indian, we are getting SHINKASEN LATEST VARIANTS AND ALSO WE WILL GET WHAT WILL COME IN NEAR FUTURE.
TRACKS BUILDING PROCESS IS GOING ON RIGHT NOW.
FULL TECHNOLOGY TRANSFER + EVERY TRAIN WILL BE BUILT IN INDIA ONLY EXCEPT 2 UNITS WHICH ARE BUILT IN JAPAN ACCORDINGLY TO INDIAN REGION CHALLENGES LIKE HEAT AND OTHER THINGS.
THANKS JAPAN .

作為一名印度人，我們即將獲得新干線最新車型及未來迭代技術(shù)。
目前軌道建設(shè)正在全面推進(jìn)，并實(shí)現(xiàn)全技術(shù)轉(zhuǎn)讓，除首批2列試制車在日本本土針對印度高溫等特殊工況完成適應(yīng)性改造外，所有列車都將在印度本土制造。
感謝日本！

@jacku8304
The Hitachi Class 800 series trains experienced body shell cracking in UK. This led to a number of trains being temporarily taken out of service for inspection and repairs. While the cracking was not considered a safety risk that would cause a crash, it was a serious matter that required addressing.
Imagine what other cracks could have developed elsewhere that could endangers, worries many.

日立800系列列車在英國運(yùn)營期間出現(xiàn)車體開裂問題，導(dǎo)致多列列車暫時(shí)停運(yùn)檢修。盡管這些裂紋尚未構(gòu)成可能引發(fā)事故的安全風(fēng)險(xiǎn)，但問題嚴(yán)重性仍不容忽視，更令人擔(dān)憂的是，其他潛在部位的隱性裂紋可能帶來未知風(fēng)險(xiǎn)。

@yuyij6703
The main criteria for Japanese companies building bulletin trains are government guarantees. Chinese companies went for less. Hence the victory

日本企業(yè)承建高鐵項(xiàng)目的核心條件是政府擔(dān)保，而中國企業(yè)則降低了此項(xiàng)要求，這正是中方勝出的關(guān)鍵所在。

@Qiushishuo
When you calculate the incidence rate, you need to consider the running hours and total length.

計(jì)算事故率時(shí)，必須考慮運(yùn)行時(shí)長和總里程數(shù)。

@fauzirahman3285
Taiwan went with the Japanese technology in the end because it happened soon after a disastrous accident in Germany, the Eschede derailment.

臺(tái)灣（地區(qū)）最終選擇日本技術(shù)，很大程度上是因?yàn)闆Q策恰逢德國埃舍德列車脫軌事故（Eschede derailment）這一重大災(zāi)難事件后不久。

@ecoexplorer955
Incorrect claims about India’s bullet train project. All rolling stock, signaling systems, and core components are being manufactured in India through technology transfer. There's no official confirmation yet about Shinkansen train set manufacturing location. Please do proper research — the National High-Speed Rail Corporation Limited (NHSRCL) is the official body handling this project.

關(guān)于印度高鐵項(xiàng)目的說法有誤。根據(jù)國家高鐵公司（NHSRCL）官方信息，所有列車組、信號(hào)系統(tǒng)及核心部件正通過技術(shù)轉(zhuǎn)讓在印度本土生產(chǎn)。但需說明的是，新干線列車組的最終制造地點(diǎn)尚未獲得官方確認(rèn)。建議查閱NHSRCL官方渠道獲取準(zhǔn)確信息。

@thegrandlord2914
The reason why japan lost to china in compete to win Jakarta-Bandung high speed rail is because japan didn't want to listen to indonesia's need on why this HSR were build to begin with. Japan insisted with their own plan. Moreover, japan didn't want to let indonesia to manage the hsr independently and must relying heavily on japan. Meanwhile for china, they make "customer's satisfaction first" policy where they will listen to indonesia's need in designing the rail, plus they willing to share some information and technology about the HSR to let indonesia managing the HSR independently without Chinese involvement, except when the rail or the train suffer from heavy damage

日本在雅萬高鐵項(xiàng)目競爭中落敗于中國，根源在于未能充分傾聽印尼的實(shí)際需求。日方堅(jiān)持己見，執(zhí)意推行原有方案，且要求運(yùn)營階段必須長期依賴日本技術(shù)支持。反觀中方，其"客戶至上"原則體現(xiàn)在：根據(jù)印尼方要求定制化設(shè)計(jì)線路；共享部分高鐵技術(shù)信息，確保印尼能獨(dú)立運(yùn)營；僅當(dāng)軌道或列車嚴(yán)重受損時(shí)提供技術(shù)支持。

@aramalluninja
Japan is a fantasy world that actually came true for a few decades.

日本是一個(gè)真實(shí)存在了幾十年的夢幻國度。

@KanchanSonker-u5m
Mumbai Ahmedabad #HSR is 508 km long, extending it till #Delhi is on cards which will increase it's length to almost 1400 km.

孟買-艾哈邁達(dá)巴德高鐵全長508公里，延伸至德里的規(guī)劃已在籌備中，屆時(shí)總長度將增至近1400公里。

@jameschang4583
I used to own my business with the highest quality among the industry. However, I was not willing to get involved in the price war and lost my business. The lesson I learned is to have good quality is great, but need to survive first.

我曾經(jīng)營著一家在業(yè)內(nèi)以最高品質(zhì)著稱的企業(yè)。但我不愿卷入價(jià)格戰(zhàn)，最終導(dǎo)致生意失敗。這次經(jīng)歷讓我明白：追求卓越品質(zhì)固然重要，但首先要確保生存。

@michaelturner4457
Every time I take the train from Bristol to London, it's a Hitachi train.

每次從布里斯托到倫敦坐的都是日立列車。

@gchwee83
Taiwan High Speed Rail were operating on a loss in it's infant years primarily due to higher depreciation rates used based on the lease of the infrastructure more so than the useful life of the assets. An accounting loss more than actual loss. The demand now is actually very high.

臺(tái)灣（地區(qū)）高鐵在運(yùn)營初期出現(xiàn)虧損，主要原因是其基礎(chǔ)設(shè)施采用租賃方式導(dǎo)致折舊率過高（遠(yuǎn)高于資產(chǎn)實(shí)際使用壽命的折舊標(biāo)準(zhǔn)）。這種虧損更多是賬面上的會(huì)計(jì)處理結(jié)果，而非實(shí)際經(jīng)營虧損。事實(shí)上，目前高鐵的需求量非常旺盛。

@IanMackellen77
Really? I am Indonesian, who said without Indonesia's money? In fact, in the end...Indonesia money has been taken. From only $ 6 billion inflated to $ 8 billion, not included with the interest, paid by the Indonesian.
Looks can be deceiving.

真的嗎？我是印尼人，誰說沒花印尼的錢？實(shí)際最終造價(jià)從60億飆到80億美元(不含利息)，全由印尼承擔(dān)。表面光鮮罷了。

@vedantsingh1902
Because how Japanese are presenting the package deal . India developing its own HSR train set . So after gaining experience in making Mumbai Ahmedabad line . India would build its own system.

因日本提供的整體方案，印度正在借此發(fā)展自主高鐵列車組制造能力，待通過孟買-艾哈邁達(dá)巴德線路積累足夠經(jīng)驗(yàn)后，將建立完全自主的高鐵系統(tǒng)。

@Tom123754
India will be next home for shinkansen

印度將成為新干線的第二故鄉(xiāng)。

@ZK5120A1
Personal view: Japanese railway technology is mainly focused on the special conditions of Japan. They're obviously not bad, actually they works very well in the Japanese local environment.
But European railway manufacturers are more focused on a bigger market, so their designs are more or less like platforms (for example Siemens Velaro), they can adapt to customers' needs easier. But Japanese solutions probably work better in more complex conditions

個(gè)人見解：日本鐵路技術(shù)主要針對本國特殊條件研發(fā)。這些技術(shù)本身非常出色，在日本本土環(huán)境中表現(xiàn)優(yōu)異。但歐洲廠商更注重廣闊市場的通用性，其設(shè)計(jì)多為平臺(tái)化方案（如西門子Velaro系列），更易適配不同客戶需求。不過在更復(fù)雜的情況下，日本方案可能更具優(yōu)勢。

@josephlai9759
The cost factor is real even at the level of domestic use of Shinkansen at home in Japan. How many of its people can comfortably afford the high fares?

即便在日本國內(nèi)，新干線的高票價(jià)也是問題。多少普通民眾能夠輕松承擔(dān)這樣的出行成本？

@Guy-Zero  
If its just about the rolling stock: Because it would need to be heavily modified to work in Europe for example. First of all, get rid of the long nose. They did that in order to reduce the sonic boom when entering tunnels but in Europe we changed the tunnel portals themselves to reduce that effect. Longer noses would be a huge problem especially in terminus stations. It would take up a lot of space where there cant be any passengers. It doesnt matter in Japan because the infrastructure is exclusively built for the Shinkansen. Second, crash regulation. Shinkansen trains can be really light compared to other high speed trains because they run on their own infrastructure with no crossing at all and therefore dont need to adhere to certain crash norms. Thats also why the Mini-Shinkansen which run on Japans older but upgraded lines and therefore have level crossings are heavier than the normal Shinkansen. This would need to change too when exporting to Europe for example. Also, like you mentioned, the width of them would need to change since the loading gauge in Europe is different to the one on the Shinkansen tracks. Im pretty sure there are even more aspects to it too but those are the main ones I know of.  
I always thought of Shinkansen as specifically designed for Japan and not really for export. Im sure the manufactures could build high speed trains for the European market if they wanted to.  

若僅就車輛本身而言，新干線列車需經(jīng)過大幅改造才能適配歐洲運(yùn)營環(huán)境。首要改動(dòng)就是縮短車頭長度，日本采用長鼻設(shè)計(jì)是為緩解列車進(jìn)入隧道時(shí)的音爆現(xiàn)象，而歐洲選擇通過改造隧道入口結(jié)構(gòu)來解決這一問題。過長的車頭在歐洲終點(diǎn)站將造成嚴(yán)重空間浪費(fèi)，這些區(qū)域本可用于載客。但在日本這不成問題，因?yàn)槠浠A(chǔ)設(shè)施專為新干線建造。
其次涉及碰撞標(biāo)準(zhǔn)：得益于完全獨(dú)立的路權(quán)（無平交道口），新干線列車可比其他高鐵減重許多，無需滿足某些防撞規(guī)范。這也解釋了為何迷你新干線（運(yùn)行于改造后的既有線，存在平交道口）比標(biāo)準(zhǔn)新干線更重。若出口歐洲，此項(xiàng)也必須調(diào)整。如您所言，列車寬度也需修改，因?yàn)闅W洲的裝載限界與新干線軌道不同。相信還存在其他需調(diào)整的細(xì)節(jié)，但以上是主要技術(shù)難點(diǎn)。
我一直認(rèn)為新干線是專為日本量身定制的系統(tǒng)，本質(zhì)上并非出口導(dǎo)向產(chǎn)品。當(dāng)然，若日本制造商有意進(jìn)軍歐洲市場，完全有能力專門開發(fā)對應(yīng)車型。

@hyounie1457  
The india HSR route is being built. When i was there, i literally saw it being built lol i think its promised completion at 2028  

印度高鐵線路正在建設(shè)中。我實(shí)地考察時(shí)親眼見證了施工場景（笑），按計(jì)劃將于2028年建成通車。

@balanirohit  
Indian project is near completion  

印度項(xiàng)目已接近完工。  

@PILMAN  
Ive ridden trains in Chicago, Nyc, Dc, Tokyo, Madrid, Medellin. I used to think the south was backwards when i moved to Florida being from Chicago area with all the trains...then i went to Medellin and noticed even South America has more fancy advanced rapid transit, then Madrid experiencing not only the mass transit but taking Renfe high speed rail to Toledo and Granada, by the time I flew to Japan and experienced shinkansen, i realize how so far behind we are. I wish the US could have this but its becoming more doubtful. US has been cutting funding for projects and im pretty sure new CRRC projects are banned in the US only the existing contracts can be honored.  

我曾乘坐過芝加哥、紐約、華盛頓、東京、馬德里和麥德林的列車。最初從芝加哥搬到佛羅里達(dá)時(shí)，我還覺得南方落后，畢竟芝加哥有發(fā)達(dá)的鐵路系統(tǒng)。但當(dāng)我來到麥德林，發(fā)現(xiàn)就連南美都擁有更先進(jìn)的城市快軌；在馬德里不僅體驗(yàn)了地鐵，還乘坐西班牙高鐵前往托萊多和格拉納達(dá)；直到飛往日本親身體驗(yàn)新干線后，我才真正意識(shí)到美國的差距有多大。我多希望美國也能擁有這樣的系統(tǒng)，但現(xiàn)實(shí)越來越令人悲觀，政府不斷削減基建撥款，而且據(jù)我所知，中國中車（CRRC）的新項(xiàng)目已被禁止，僅能履行既有合同。

@ashishpatel350  
auto workers unx wont allow any high speed rail to get built in the US. they do everything they can to make them cost alot and take forever to be built.  

汽車工人聯(lián)合會(huì)絕不會(huì)允許美國建設(shè)高鐵。他們千方百計(jì)抬高成本，拖延工期。  

@yahyaadib62  
Hoax. It turns out that Indonesian Government Funding is needed because the investment costs for the Indonesia-China high-speed train project have ballooned to US$7.27 billion. Ironically, China's prices and interest rates are much more expensive than Japan's.  

騙局。事實(shí)證明，印尼政府需要提供資金，因?yàn)橛∧?中國高鐵項(xiàng)目的投資成本已飆升至72.7億美元。諷刺的是，中國的價(jià)格和利率比日本高得多。  

@chadsofty3679  
Because the increased cost of increased speed has rarely worked in the real world. Look at high speed ferries and concord both have numerous failures. Chinas own high speed rail has proven that revenues are not nearly enough to pay for operations much less construction loans.  

因?yàn)樘崴賻淼某杀驹黾釉诂F(xiàn)實(shí)中很少奏效?？纯锤咚俣奢喓蛥f(xié)和飛機(jī)，兩者都有多次失敗案例。中國自己的高鐵也證明，收入遠(yuǎn)不足以覆蓋運(yùn)營成本，更別提償還建設(shè)貸款了。