Urban transit / 都市圏公共交通

[quashlo]

TOICA and manaca begin interoperability
http://mainichi.jp/select/news/20120...40222000c.html

　ＩＣカード乗車券のＪＲ東海「ＴＯＩＣＡ（トイカ）」と名鉄や名古屋市営地下鉄などの「ｍａｎａｃａ（マナカ）」の相互利用が２１日、スタートした。東海地方の５３９駅で利用が可能となり、利便性が高まった。電子マネー機能の相互利用は来春の予定。

　ＪＲ名古屋駅で行われた記念セレモニーでは、甲斐正彰・国土交通省中部運輸局長らが中央改札口で「通り初め」をした。記念トイカも発行され、午前８時の発売開始時に約９００人が並んだ。

　トイカは０６年１１月に導入された。今年３月末現在で１２６万枚を発行。１４９駅で利用可能で、ＪＲグループのほかの三つのＩＣ乗車券と相互利用できる。

　マナカは名古屋市交通局（地下鉄、市バス）と名鉄、名鉄バス、名古屋臨海高速鉄道（あおなみ線）、名古屋ガイドウェイバス（ゆとりーとライン）、豊橋鉄道の６事業所が昨年２月に導入した。３月末現在２２１万枚。３９０駅、バス１６３９台で利用できる。

　◇乗り換えも苦なく

金山総合駅（名古屋市中区）のＪＲ東海と名鉄の乗り換えは、トイカとマナカの両方を持っていても通過できなかったが、１枚で通れるようになった。

Interoperability between TOICA—issued by JR Central—and manaca—issued by the City of Nagoya Transportation Bureau, Nagoya Railroad (Meitetsu), Meitetsu Bus, the Nagoya Waterfront Rapid Railway (Aonami Line), the Nagoya Guideway Bus (Yutorito Line), and the Toyohashi Railroad—began on 2012.04.21. Introduced in November 2006, TOICA has a circulation of 1.26 million cards and a coverage area spanning 149 rail stations as of March 2012. In contrast, manaca was introduced in February 2011, with 2.21 million cards in circulation and a coverage area spanning 390 rail stations and 1,639 buses.

With the launch of farecard interoperability, passengers with at least one card now have access to 539 rail stations in the Tōkai region. Next major milestone is the launch of e-money interoperability next year.

[Momo1435]

From the newly opened Shibuya Hikarie tower you have a good photo/video viewpoint for the Ginza Line

[Federicoft]

Although I'm only a dirty lurker I have to say this thread is so informative and interesting. Please don't ever stop posting videos, photos and news.

[RyukyuRhymer]

does anyone know if Sapporo is still experimenting with battery powered light rail or did that end? and if any other Japanese city is testing it.

[ukiyo]

starrwulfe I think I saw you on the interview with hiroko on youtube

[k.k.jetcar]

Originally Posted by RyukyuRhymer

does anyone know if Sapporo is still experimenting with battery powered light rail or did that end? and if any other Japanese city is testing it.

That ended a while back. That was a test by KHI for its hybrid tram under winter conditions. I don't think Sapporo was particularly interested in the type itself.

[quashlo]

There was a proposal for battery-powered trams in Auckland, and Kawasaki was supposed to have sent them a prototype unit (probably based on the SWIMO). However, I think the alignment was changed and they can now design the line with standard overhead lines, so nothing came of it.

[quashlo]

Chiba Monorail 0 series press debut

A belated set of pics from the press debut on 2012.04.17:
Source: http://rail.hobidas.com/blog/natori/

At Hagidai Train Yard
A vastly different image from the existing silver-bodied 1000 series trains. Design of the new 0 series began back in 2006 with the establishment of a special committee of experts and other representatives tasked with developing a design concept. The 0 series is nicknamed the “Urban Flyer”.



Signage and displays are LEDs, similar to the third order of 1000 series trains. The first order of 0 series trains is intended as a replacement of the first order of 1000 series trains, so these aren’t designed to be operated in 4-car (2+2) formations.



The floor of the operator’s cab features glass in the center.



All-longitudinal seating, with high backs and individual cushions (as opposed to bench-style). The logo of the new series is a moon-and-star theme, also reflected in the stanchions near the doors. Similar to the floor of the operator’s cab, the windows and doors are designed with large glass sections, which should make this an interesting train to ride. In hindsight, it definitely is somewhat reminiscent of the Keihan 3000 series.



The deck area between the two cars (trains are two-car fixed formations). Unlike standard train design in Japan, these don’t have overhead racks everywhere, only in the priority seating areas (on the left side, here). Priority seating cleverly inverts the orange-black moquettes of the regular seating. For some curious reason, passengers aren’t allowed to move between the cars except during emergencies.

[quashlo]

No LCDs for passenger information here, only LED scrolls. Wheelchair spaces are provided at both ends of the train.



As required, these new sets feature black boxes.



Bogie
Rubber-tired monorails require two current collectors (+ and -). The disc at left is the parking brake.



A lot of thought went into the train design, even the undersides. The white stripes are intended to represent contrails.

[RyukyuRhymer]

Originally Posted by quashlo

There was a proposal for battery-powered trams in Auckland, and Kawasaki was supposed to have sent them a prototype unit (probably based on the SWIMO). However, I think the alignment was changed and they can now design the line with standard overhead lines, so nothing came of it.

Do you know if any city in Japan is going to go ahead with wireless trams? either through battery powered/partially overhead system
or
a ground APS system like in Bordeaux, France?

in Okinawa, some people are trying to push for a one tram LRT instead of a monorail extension that doesn't use much overhead wires.

I know in Europe they're doing quite a bit, but I only heard of SWIMO in Sapporo in Japan. Seeing as how so many cities in Japan now are looking or making LRT, i figure at least one is going to try wireless

[RyukyuRhymer]

Originally Posted by quashlo

No LCDs for passenger information here, only LED scrolls. Wheelchair spaces are provided at both ends of the train.

damn I just missed it.. I was using the Chiba monorail last month, but left a week shy of the debut of that new train. Looks really nice!

[quashlo]

Well, the monorail will enter revenue service in July, so if you ever visit again, it'll probably be running.

As for the trams, I don't know of any place in Japan looking at ground-level power like Bordeaux... I also don't know of a specific place in Japan looking at battery-powered trams either. This is the first I've heard of something in Okinawa. Kinki Sharyō and Kawasaki both have models available, but I think they're mostly geared for the export market:
http://www.nikkei.com/tech/trend/art...E2E2EBE0E2E3E2

There's a lot of talk about LRT in Japan, but most of it is either extensions / upgrades of an existing tram system powered by overhead (e.g., Sapporo, Ōsaka / Sakai, Hiroshima), or conversion of existing heavy rail lines powered by overhead (e.g., Toyama Light Rail, Okayama Kibi Line). The proposals requiring all-new infrastructure like Okinawa, Utsunomiya, etc. obviously stand the best chance for alternative methods of current collection or power.

[RyukyuRhymer]

Originally Posted by quashlo

Well, the monorail will enter revenue service in July, so if you ever visit again, it'll probably be running.

As for the trams, I don't know of any place in Japan looking at ground-level power like Bordeaux... I also don't know of a specific place in Japan looking at battery-powered trams either. This is the first I've heard of something in Okinawa. Kinki Sharyō and Kawasaki both have models available, but I think they're mostly geared for the export market:
http://www.nikkei.com/tech/trend/art...E2E2EBE0E2E3E2

There's a lot of talk about LRT in Japan, but most of it is either extensions / upgrades of an existing tram system powered by overhead (e.g., Sapporo, Ōsaka / Sakai, Hiroshima), or conversion of existing heavy rail lines powered by overhead (e.g., Toyama Light Rail, Okayama Kibi Line). The proposals requiring all-new infrastructure like Okinawa, Utsunomiya, etc. obviously stand the best chance for alternative methods of current collection or power.

Okinawa has been talking alot about the extensions and various agencies at the government and academic levels have made some proposed maps of the routes, but I'm not sure if I'm allowed to share them here. But basically they either go from Itoman up to Kadena and Okinawa City and Uruma in the central areas. One plan goes further north to Nago.
lately I've been developing interest in LRT technology and its flexibility and I just came back from Nagasaki and Hiroshima to observe it. Been looking at other islands too seeing what they did.
One of the research papers I read from Japan claims that Japan is behind Europe in LRT technology.. I know the Little Dancer series is not as popular as the Flexity or Citadis but I never felt Japan was that much behind Europe in LRT tech (if at all).

In anycase, I'm a bit disappointed that the Sapporo run didn't seem so successful. a network with partial overhead wires with battery powered trams would be useful in historic areas of Kyoto, parts of Hakodate and Nagasaki, the Shuri area of Okinawa, etc.

[k.k.jetcar]

I'm a bit disappointed that the Sapporo run didn't seem so successful.

I don't know if the tests were successful or not (tho I haven't heard anything of negative press). Sapporo Bureau of Transport was just letting KHI use their tracks for winter testing, it apparently was not a sales call in the main. Sapporo is more interested in acquiring conventional low floor trams- a rational decision, as battery powered trams are still new technology, and the areas proposed for new (or rather re-established) lines in Sapporo are not particularly historical and/or environmentally sensitive (modern urban). Besides, in Japan there is no big aesthetic aversion to overhead wire as it exists in Europe or North America.

Regarding Japan being behind Europe in LRT technology, I believe it is more of being behind in implementation and the knowhow gained from such a process. Much more than Europe, the streetcar (or trams if you like) systems of Japan were decimated by closures in the late 60's and early 70's due to the rise of automobile and truck traffic, and in Tokyo, favoring new subway lines. There was no market for newer designs, so builders concentrated on heavy rail designs (to use a North American term). Europe, and especially Germany, with their robust streetcar systems even in smaller cities, provided a market for European builders to refine their products.

[quashlo]

k.k.jetcar already responded as I was typing, but here's my thoughts... Sorry if some of the points are repeated.

The terminology gets a bit blurred, as there's a big gray area in the spectrum between trams / streetcars and modern LRT... Both Japan and Europe have grandfathered tram systems, but in Japan, they've tended to retain more of their tram heritage, while in Europe, they’ve generally been upgraded constantly over the years and probably are closer in resemblance to modern LRT… I’d say Europe was more proactive with modernizing their fleets and technology (low-floor designs, articulated designs, etc.), and tended to be more inventive / flexible with their implementations, frequently putting the lines underground in the city center and running them like subways (see Stadtbahn) or mixing them with mainline rail (see tram-train).

Hiroshima is probably the closest thing in Japan to a real “tram city”, and they’ve recently been putting effort into modernizing their rolling stock, but I think the fact that they’re a private company getting by with minimal government support (more like none, until recently) probably killed any initiative on their part for large-scale upgrades. The larger systems in Tōkyō, Ōsaka, Kyōto, Sapporo, etc., also suffered under construction of modern subway systems and motorization, shrinking substantially (in some cases, disappearing completely) similar to what happened in the U.S. The handful of systems to remain, struggling to make ends meet, probably weren’t enough to stimulate any major innovations in tram technology. So the short answer is that I tend to agree that Japan was somewhat behind, but nowadays, I don’t think there’s really much difference. Japan still may not have anything exactly analogous to a Stadtbahn with underground sections, but that’s mostly a matter of choice and need… After all, Kinki Sharyō has the largest share of the LRV market in the U.S.

If we broaden the discussion a bit, Japan had its own modernization processes for existing transit systems, it just took a different form than in Europe. For one, a lot of cities just opted for subway systems instead of tram systems, either because they didn't have extensive tram systems or because they didn't think a tram system was the best solution. Sendai and Sapporo have subways (and JR, to a lesser extent) as their backbones, but the backbone of a Sendai- or Sapporo-sized city in Europe might be trams instead.

I also think you can flip the coin and say that everything that Europe did to modernize its trams, Japan did to modernize its its interurban systems (basically, trams designed for services extending outside of the city center). In reality, an interurban is basically the same thing as a tram-train, but we might say that a tram-train is a modern interpretation of the interurban and probably looks more like a tram, while a “true” interurban looks more like an intercity train. Japan’s private railways, including Hankyū, Keihan, Tōkyū, etc., were interurban-type systems in the past, but they now look and operate virtually indistinguishable (to the layman) from a modern rapid transit system… Rolling stock is designed for crush loads, formations are long, frequency is high, some of them are quadruple-tracked (複々線), a lot of them have grade-separated sections, and a lot of them run underground in the city centers or have track-sharing agreements (直通運転) with subways.

As for the Sapporo thing, I also agree with k.k.jetcar... I'm not so sure it was "unsuccessful" per se, since I don't know how receptive Sapporo was to the idea in the first place. It may have just been that they needed somewhere to test the two battery-powered models (Kawasaki's SWIMO and the RTRI (鉄道総研) Hi-tram). Sapporo is building an extension to complete the tram loop, but it's opting for standard trams with pantographs because the rest of the line is powered with overhead, not because there's a fatal flaw with battery-powered trams. If there is ever a serious push for an all new LRT system not dependent on existing systems with overhead, then I think battery-powered trams may resurface again.

[quashlo]

New Yotsubashi Line extension surfaces as possible alternative to Naniwasuji Line
http://www.nikkei.com/news/local/art...E2E2EBE0E0E4E5

　大阪府市統合本部の地下鉄改革プロジェクトチーム（ＰＴ）は７日までに、大阪市内を南北に走る市営地下鉄四つ橋線を延伸し、北を阪急電鉄、南を南海電鉄と接続して、新大阪―関西国際空港間を直結する新たな鉄道網構想をまとめた。同区間については「なにわ筋線」構想があるが、費用を抑えられる可能性があるという。統合本部は今後、阪急や南海に協力を求める方針。

　ＰＴは８日に開く府市統合本部の会合で新構想を提示する。新構想が実現すれば、京阪神各地から関空へのアクセスが改善する。ただ市営地下鉄と阪急、南海はレール幅や給電方式が異なるうえ、事業費の負担割合など課題は山積している。

　関係者によると、ＪＲ大阪駅北側の再開発地区「うめきた」に、四つ橋線西梅田駅と阪急十三駅を結ぶ延伸路線「西梅田・十三連絡線」（約2.9キロ）を敷設する。阪急電鉄が国から事業認可を得ながら着工を凍結している十三―新大阪間の「新大阪連絡線」（約２キロ）が完成すれば、四つ橋線は新大阪のほか京都・神戸方面にもつながる。

　南海電鉄とは、なんば駅での接続を想定。ただ高架を走る南海と地下鉄を接続する必要があるうえ、四つ橋線と南海線はレール幅など仕様が全く異なる。異なるレール幅に対応できる新型車両の投入を議論し、相互乗り入れが難しい場合は、ホームを隣接させるなどして乗り換えを容易にすることを検討する。

　事業費の見通しは西梅田・十三連絡線が約950億円、新大阪連絡線は330億～400億円。南海との接続に必要な事業費は未算定だが、関係者は「（事業費1800億～3200億円とされる）なにわ筋線より安価」と説明している。

　現在、新大阪―関空間はＪＲの特急が走っており、所要時間は約50分。新構想ではこれよりも時間短縮を目指す。着手時期は市営地下鉄を民営化して以降になるという。

Officials in the Subway Reform Project Team, part of the main agency looking at the consolidation of Ōsaka City and Ōsaka Prefecture, proposed a new plan to extend the Ōsaka Municipal Subway Yotsubashi Line, tieing into both the Hankyū and Nankai networks and creating a direct connection from Shin-Ōsaka and Kansai International Airport (KIX). The proposal is intended to be a cheaper alternative to the Naniwasuji Line, which would build an entirely new subway line from Shin-Ōsaka to Namba, where it would connect into the JR Hanwa Line and Nankai Main Line to reach KIX.

The plan involves constructing the Nishi-Umeda – Jūsō Link, a 2.9 km connection between the Yotsubashi Line’s Nishi-Umeda Station and Hankyū’s Jūsō Station. If the Shin-Ōsaka Link, a 2 km connection between Jūsō and Shin-Ōsaka that Hankyū already has government approvals for but is currently on hold, kicks up again, it will allow Yotsubashi Line trains to run to Shin-Ōsaka or destinations on the Hankyū network including Kyōto and Kōbe.

The southern connection into the Nankai Line is a bit more complex, as Nankai Namba is an elevated station, and the Nankai network is narrow-gauge, while Hankyū and the Yotsubashi Line are standard gauge. Officials are looking at the possibility of variable-gauge trains for the service, but will settle for a cross-platform transfer if that idea proves too difficult. There’s also the other (significant) design issue related to current collection, as the Yotsubashi Line is powered by third rail while both Hankyū and Nankai use overhead lines.

In terms of cost, the Nishi-Umeda – Jūsō Link is estimated at approx. ¥95 billion and the Shin-Ōsaka Link at approx. ¥33 billion to ¥40 billion. The cost of the Nankai connection is uncertain, but officials say the overall cost of the project can still be kept under the estimated cost of the Naniwasuji Line (¥180 billion to ¥330 billion).

I suspect that today’s urban planners in Ōsaka must be kicking themselves for the mistakes of the past… They designed the municipal subway to function as a completely independent system from the private railways... In reality, they would have been much better off staying out of the subway business and letting the private railways extend all the way through central Ōsaka, or designing the subway network to be 100% compatible with the private railways (just like Tōkyō). They’ve also whittled away a lot of money on some questionable projects (the Imazatosuji Line comes to mind immediately).

[quashlo]

Upgrades to JR Hiroshima Station stalling
http://www.nikkei.com/news/local/art...E2E2EBE0E0E4EA

　ＪＲ広島駅周辺の整備計画が混沌（こんとん）としている。広島電鉄が駅前南口で計画する新路線「駅前大橋線」は、広島市が提示したＪＲの駅に乗り入れる際の構造を巡り選定が難航。北口ではバス、タクシー乗降場などを巡り、市の再編案に業界団体が難色を示す事態が起きている。



■距離と時間短縮

　「広島電鉄の広島駅前新線計画は全国でも注目度が高い」。４月14日、超党派の国会議員で構成するＬＲＴ（次世代型路面電車）推進議員連盟は広島駅周辺を視察し、議連として、新線の設置を支援していくことに意欲を示した。議員視察には広電やＪＲ西日本広島支社などの幹部が広電の路面電車に同乗。市中心部の町並みや交通体系について説明した。

　広電が新線を計画するのは市中心部と広島駅南口を結ぶ路線の時間短縮を図るためだ。現在は、広島駅に向かう際、東側に大きく迂回（うかい）しているが、路面電車のため駅周辺でのバスやタクシーなどの混雑に巻き込まれやすい。広島駅に直線で進む新線を設置し、稲荷町の電停から広島駅までの距離を現行の800メートルから200メートル短縮、市中心部からの所要時間も15分程度を約５分短縮したい考えだ。

　広島市は2010年８月、駅前南口の再整備計画を話し合う検討委員会を設置。道路上を通る「平面案」（事業費30億円）、南口地下広場の下を通る「地下案」（同250億～300億円）、南口広場に高架を設置して駅ビルの２階部分に上る「高架案」（70億～100億円）を提示している。

　平面案は事業費が最も少なく抑えられるというが、タクシーやマイカーなどを含めた駅前の交差点が混雑することが想定される。高架案は路面電車が斜面の走行に耐えられるかが課題を残す。地下案では設計が可能かどうかの判断も必要となる。

　広電の越智秀信社長は「高架案は急勾配で上れないし、平面は渋滞を招く可能性がある。可能なのは地下案だけだ」と強調。事業費も140億円と想定している。一方、ＪＲ西日本広島支社の杉木孝行支社長は「広島駅のメーンの乗り換えの動線は２階のため、（高架化案が）有効だと考えている」と話している。

　広島市道路交通局公共交通計画担当の品川弘司課長は「３案が技術的に可能かどうかを検討している」としており、今夏にも技術的な検証結果を提示する予定。事業者からは広島の街のあり方に大きな影響があるにもかかわらず、結論が出ないまま月日がたってしまったことだけに「早く結果を出してほしい」との声が高まっている。

■北口でも課題

　北口の交通計画も難航している。現在、北口は西側がバスとマイカー、東側がタクシーの広場だが、西側をバスとタクシーに東側をマイカー専用に再編する計画。だが、業界団体は市に「接触事故などの安全面の課題が多い」との要望書を提出した。

　北口では「二葉の里地区」の開発、南口でも大型の商業施設やマンション開発の計画も進む。これら再開発のあり方も新しい交通体系の影響を大きく受けるだけに、その整備を急ぐ機運は一層の高まりを見せている。

（広島支局　花井悠希）

At the South Exit of the station, there is some dispute over how to integrate the new Hiroshima Electric Railway (Hiroden) alignment into the JR station. The current Hiroden route takes a substantial detour that unnecessarily increases travel distance and travel time, with trams getting stuck in all the bus, taxi, and car traffic. Hiroden wants to build a new alignment via the main bridge on the south side of the station, allowing for a straight shot in that shaves 200 m of the one-way travel distance and a whole 5 minutes off the journey between Hiroshima Station and the center of the city.

Currently, there are three options on the table: a surface-street option (¥3 billion), an underground option beneath the South Exit underground plaza (¥25 billion to ¥30 billion), and an elevated option into the second level of the station (¥7 billion to ¥10 billion). The surface-street option is cheapest, but offers the least benefit, as trams will still be stuck in street traffic. An elevated option would present potential grade issues for the trams, while there are obvious design and engineering issues to be considered with an underground alignment.

Apparently, Hiroden is set on an underground alignment, which it estimates to cost ¥14 billion. JR West, on the other hand, is pushing for an elevated alignment, as main on-foot circulation through the station occurs at the second level of the station anyways. The lead agency on the city side will announce the results of its feasibility studies on the three options this summer.

At the North Exit of the station, there’s also some issues related to plans to redesign the North Exit station plaza.

Scenes at Hiroden Hiroshima Station.
This would make for an interesting elevated station…

[RyukyuRhymer]

Originally Posted by quashlo

Upgrades to JR Hiroshima Station stalling
http://www.nikkei.com/news/local/art...E2E2EBE0E0E4EA



At the South Exit of the station, there is some dispute over how to integrate the new Hiroshima Electric Railway (Hiroden) alignment into the JR station. The current Hiroden route takes a substantial detour that unnecessarily increases travel distance and travel time, with trams getting stuck in all the bus, taxi, and car traffic. Hiroden wants to build a new alignment via the main bridge on the south side of the station, allowing for a straight shot in that shaves 200 m of the one-way travel distance and a whole 5 minutes off the journey between Hiroshima Station and the center of the city.

Currently, there are three options on the table: a surface-street option (¥3 billion), an underground option beneath the South Exit underground plaza (¥25 billion to ¥30 billion), and an elevated option into the second level of the station (¥7 billion to ¥10 billion). The surface-street option is cheapest, but offers the least benefit, as trams will still be stuck in street traffic. An elevated option would present potential grade issues for the trams, while there are obvious design and engineering issues to be considered with an underground alignment.

Apparently, Hiroden is set on an underground alignment, which it estimates to cost ¥14 billion. JR West, on the other hand, is pushing for an elevated alignment, as main on-foot circulation through the station occurs at the second level of the station anyways. The lead agency on the city side will announce the results of its feasibility studies on the three options this summer.

At the North Exit of the station, there’s also some issues related to plans to redesign the North Exit station plaza.

Scenes at Hiroden Hiroshima Station.
This would make for an interesting elevated station…

I've finally ridden the Hiroden for the first time a few months back. Lovely system, but I was surprised that almost its entire length (i admit i didn't go the whole way), it was operating at grade level mixed traffic. I thought it would have some exclusive right of way at some parts.
it doesn't seem that it operates at synchronized traffic lighting too. if they could do that I think it would help transit times immensely!

[quashlo]

Ōsaka Municipal Subway to be privatized by FY2015
http://www.nikkei.com/news/headline/...E09391EAE2E2E2

大阪府と大阪市の府市統合本部は８日の会合で、橋下徹市長の選挙公約だった市営地下鉄の民営化を2015年をメドに実現する方針を決めた。府市は今後、民営化に向けて必要な地下鉄の資産評価や組織づくりなどの作業に着手。サービス向上へ向けて、関西の私鉄各社と比べて30～40分早い終電時間を、民営化に先立つ13年春ごろから延長することも決めた。

市営地下鉄は一日平均約230万人が利用し、10年度は246億円の黒字を出した。この日の会合で市の担当職員は、地下鉄が高い収益力を持つ一方で、乗 客が年々減少し、他の都市の地下鉄と比べて高コスト体質だと報告。関西圏の経済成長のためにも民営化による地下鉄改革が必要との考えで一致した。

統合本部が示したスケジュールでは、15年の民営化に向け、12年中に地下鉄の資産査定、関連会社の整理、必要な法整備のあり方などの検討を開始。民営化に伴って一括での返済が求められる可能性がある企業債について、低利での借り換えを金融機関などと交渉したうえで、14年春ごろに民営化後の新会社の骨格を固める。

その後、市議会の承認手続きなどに約１年の準備期間を充て、新会社に移行する計画だ。民間出身で４月に就任した藤本昌信交通局長は会合後、「示された計画にそってスケジュールを組んでいく」と述べた。

一方、会合では、夜間の乗り継ぎをスムーズにすることなどを目指し、私鉄やＪＲより早い終電時間を民営化に先立って延長する方針も決めた。

統合本部は、始発列車用に深夜に回送している車両を終電として活用する案を提示。例えば、御堂筋線の梅田駅から新大阪駅まで乗る場合の終電は現在の午後11時54分から午前０時20分にする。ただ、この方式で終電を延長すると、年数億円の追加費用が必要という。

一方、統合本部は初乗り運賃を20円下げる引き下げ案も複数検討している。

On 2012.05.08, the Subway Reform Project Team also published a midterm report detailing a plan to privatize the Ōsaka Municipal Subway by FY2015. In preparation for privatization, the plan also calls for reducing the fares and extending late-night service another 20-30 minutes to 00:10 and 00:20, bringing service on the subway more in line with JR and the private railways in the Ōsaka area. This year, work will begin on asset evaluation and creation of the necessary legal framework to allow for privatization. The method of privatization has yet to be decided, with potential options including 100% ownership by Ōsaka City or a more liberal scheme that splits ownership with the existing private railways.

Late-night service will be extended in April 2013, followed by the fare cuts in April 2014. The fare cuts would bring the base (minimum) fare of ¥200 down by ¥20, reducing the Transportation Bureau’s annual fare revenue by approx. ¥6 billion. The extended late-night service would also increase annual expenses by several billion yen.

[hakubi]

I don't see anything there about the municipal buses, will they be privatized too? If the privatized entity is organized as a 100% municipally-owned company, I wonder how much of a difference it ultimately makes. What would the advantages be?