Urban transit / 都市圏公共交通

[starrwulfe]

Latest Tokyu Toyoko line/ Metro Fukutoshin line report: Shibuya Station

Workers are moving rapidly to finish up the platform door installation on what will become the new tracks 4 and 5 (inside tracks) by the deadline of 1 July 2012. As such, there won't be a false floor over the middle tracks so they also must install signage as well to properly us to where the trains will be stopping.


I noticed that this stairwell down to platform 3 was re-opened this morning, so I decided to use it-- and what's this?? It's a bank of LCD monitors that will show the destinations of upcoming trains. Notice the stickers over the tops of install. Where it says "3-4 Ikebukuro/Wako-Shi", it's actually covering up the destinations that are utimately meant for that platform-- Jyuugaoka, Yokohama, Motomachi-Chuukagai. If you stand close to it, you can see the embossed edges. The other monitor has "5-6 Ikebukuro/Wako-Shi" covered up.


On the B4 level, they installed LED boards right as you get off the escalator. Again, they're covering the true nature of tracks 3-4 here too. Also looking to the left of that sign, that gray panel is really covering up the LED boards for tracks 5-6.
It looks like these 2 panels will actually function as one with a lot of information per line. The first panel is labeled with Track#, Service level (Local, Exp), Destination, and Departing Time. The second panel continues with a long "remarks" line that will show what stations the train will make stops for and what other lines it's thru-running over and what level of service it'll be come there too (i.e. an express becoming a Tojo line local)

Should be interesting to see what happens on the 1st of July! That's a Monday, so I'll take my SLR to work with me and see if I can get some really good shots of the new gates once the walls come down.


Temporary wall while construction goes on. They've already installed the rails for the platform doors underneath the black mats. It'll take them about an hour to re-install them once the deck is gone.

[k.k.jetcar]

Thanks for the report starrwulfe. Looking forward to your reports/observations when the through line becomes operational- good to have somebody who can do 現場観察 !

[quashlo]

If you've been looking for a detailed list of urban rail in Japan, there's now an exhaustive tabulation available:
http://en.wikipedia.org/wiki/List_of...stems_in_Japan

So far, it's only for the 10 largest metropolitan areas in Japan:

• Fukuoka‒Kita-Kyūshū
• Hiroshima
• Nagoya (Chūkyō)
• Niigata
• Okayama
• Ōsaka‒Kōbe‒Kyōto (Keihanshin)
• Sapporo
• Sendai
• Shizuoka‒Hamamatsu
• Tōkyō (Kantō)

Data includes route km, stations, and ridership, down to the line level where the data is available. All the source data is readily available on the Web, but it’s scattered in hundreds of websites… This is the probably the only list that compiles everything in a single location. Everything is included except for airport people movers, cable / funicular systems, and other trivial systems like the Ueno Zoo Monorail.

Greater Tōkyō / National Capital Region clearly dominates:

• Public subways: 139 stations, 162.4 km
• Major private railways: 842 stations, 1,425.9 km
• Semi-major private railways: 24 stations, 26.5 km
• JR East metropolitan network: 623 stations, 2,279.2 km
• Other major railways: 251 stations, 318.8 km
• Other minor railways: 262 stations, 501.9 km

JR East’s share is especially impressive, as the network length is almost as large as all the other groupings combined. JR East is also the largest single operator in terms of ridership, carrying approx. 14-15 million daily, or 5.1 to 5.5 billion annually. However, the major private railways (Keikyū, Keiō, Keisei, Odakyū, Sōtetsu, Seibu, Tōbu, and Tōkyū, plus Tōkyō Metro) aggregated together account for the largest grouping by ridership (approx. 19.5 million daily, 7.1 billion annually) and number of stations despite a smaller overall network length—obviously since their services are generally geared towards the center of the metropolis. In contrast, the publicly operated subways (Toei Subway + Yokohama Municipal Subway) only carry approx. 2.9 million daily, or 1.1 billion annually. There’s double-counting since a not-unsubstantial number of passengers use more than one operator, but it’s still interesting to see the relative size of the groupings.

The Keihanshin area also does pretty well, although it’s clearly several notches below Tōkyō:

• Public subways: 164 stations, 199.6 km
• Major private railways: 510 stations, 743.6 km
• Semi-major private railways: 59 stations, 83.4 km
• JR West metropolitan network: 361 stations, 985.7 km
• Other major railways: 178 stations, 179.3 km
• Other minor railways: 109 stations, 185.8 km

Also a bit interesting to look at places like Niigata and Sendai, where JR trains comprise the entirety or majority of the urban rail system.

[quashlo]

Sōtetsu Izumino Line extension to Keiō University SFC would cost ¥43.6 billion
http://sankei.jp.msn.com/region/news...2440009-n1.htm

湘南台駅（神奈川県藤沢市）に乗り入れている相鉄いずみ野線を慶応大湘南藤沢キャンパス付近まで伸ばす路線（約３・３キロ）の事業採算性を検討し てきた検討会は１１日、交通システムを単線の鉄道、概算建設費を約４３６億円とし、採算性の確保には建設資金として無利子資金の調達が必要などとする検討 結果を発表した。

この検討会は県と藤沢市、慶応大、相鉄が平成２２年６月に設置した「いずみ野線延伸の実現に向けた検討会」。交通システ ムとして鉄道とＬＲＴ（次世代路面電車）を検討し、速さと既存鉄道との乗り入れによる広域的なアクセスのよさから鉄道を採用した。新設する２駅周辺の町づ くりが進んだ場合の利用者数を、１日約２万５８００人と推計。これを踏まえて単線とした場合の概算建設費を約４３６億円と算出した。

　鉄道運行事業者（未定）と整備主体を分離し、建設費を国と自治体が補助するスキームを想定。３０年以内に黒字化するには、建設費として公的資金など無利子資金を調達することや、建設費と運行経費の圧縮が必要との課題を指摘した。

On 2012.06.11, the investigative committee for the proposed 3.3 km extension of the Sagami Railway (Sōtetsu) Izumino Line west from the current terminus at Shōnandai Station (Fujisawa City, Kanagawa Prefecture) to somewhere near the Shōnan Fujisawa Campus (SFC) of Keiō University released the results of its analysis. Assuming a single-track heavy rail line, the committee estimated the project cost at approx. ¥43.6 billion.

The investigative committee is comprised of representatives from Fujisawa City, Keiō University, and Sōtetsu, and was established in June 2010 specifically to evaluate the feasibility and profitability of the project. While an LRT option was considered early on, it was eventually dropped in favor of heavy rail to permit higher speeds and through-service with the existing Izumino Line. Total daily ridership at the two new stations on the extension was forecast to be approx. 25,800, assuming urban development takes place in the surrounding areas.

The committee also envisions a form of PPP common in Japan, with railway operations provided separate from the lead entity executing the project. Funding would be provided by the national and local governments. The committee also pointed out that, in order to attain full payback of all construction costs and associated debt within a 30-year period, the project will need to obtain no-interest loans and find ways to value engineer the project to reduce construction costs and operating expenses.

This extension is actually the first phase of a proposed extension of the Izumino Line to Kurami Station, an existing station on the JR Sagami Line and a proposed new station on the Tōkaidō Shinkansen (once it’s long-distance intercity functions are replaced by the maglev).

Google Map of extension:
http://goo.gl/maps/H3M7

Details from the committee report, which analyzed both a heavy rail option and a grade-separated LRT option for the extension:

Track layouts and alignment profiles

Heavy rail option would single-track, with the two new stations double-track to allow for passing. Both options assume two new stations.



LRT option would be entirely double-track and entirely grade-separated, including an underground approach needed to access Shōnandai Station.



Summary of options

                          Single-track     Grade-separated
                           heavy rail            LRT
                        ================   ===============

Train capacity             1,400 pax           150 pax
                        (assumes 10-car    (based on LRVs
                         Sagami Railway    in other areas)
                            trains)

Approx. average speed       40 km/h            25 km/h

One-way travel time          5 min              8 min

Trains per hour
  Peak                         5                 14
  Off-peak                     3                  7

Peak-hour capacity         7,000 pax          2,100 pax

In other Sōtetsu news…

Platform 4 at Seya Station debuted a few months ago (2012.04.29), part of the transformation of this modest three-track station into a standard four-track station with two island platforms. They’re only partially complete, as work is now taking place on the primary (middle) tracks now that Platform 4 is up and running. Some rail splicing in the early morning of the switchout:



Cab view (outbound track) around Nishiya Station (2012.04.24), which will be the future junction with the Sōtetsu–JR Link. Already lots of construction going on for this project, as Sōtetsu’s recent timetable changes a few months ago were partially designed to allow them to make minor changes to service as a result to permit construction activities at Nishiya. Eventually Sōtetsu trains will be able to use Tōkaidō Freight Line and JR Yokosuka Line tracks to run directly into the Yamanote Line loop, including Shibuya and Shinjuku Stations.

[starrwulfe]

Originally Posted by k.k.jetcar

Thanks for the report starrwulfe. Looking forward to your reports/observations when the through line becomes operational- good to have somebody who can do 現場観察 !

Hey, always happy to have people that notice my "nerdisms"
Been a train geek all my life, so of course Japan is a paradise for me.

[quashlo]

Hiroshima City to study other potential alignments for Astram Line extension
http://www.chugoku-np.co.jp/News/Tn201206220025.html

　広島市は、財政難で凍結しているアストラムライン延伸計画３路線のうち、西風新都線（広域公園前―ＪＲ西広島、６・２キロ）の予定ルートを見直す方針を固めた。沿線の大規模開発エリア「ひろしま西風新都」（安佐南区、佐伯区）で大型商業施設を備えた複合団地の開発計画が動き始めたのを受け、延伸実現に向けて乗客増につながる新ルートを探る。

　西風新都線は、停滞する西風新都開発の起爆剤として、昨年４月に就任した松井一実市長が事業化に意欲を示している。

　西風新都線の予定ルートは市が１９９９年に設定。現在の終点の広域公園前駅（安佐南区）とＪＲ西広島駅（西区）を結ぶ。事業費は当時の試算で約７００億円。１日平均２万人の利用を見込む。

　予定ルートは西風新都南端の石内東地区をかすめる。ここに広島電鉄（中区）が２００７年、約８２ヘクタールの複合団地を造る方針を表明した。現在、１５年の完成を目指して市に開発許可を申請中。２６００人規模の団地となる計画で、流通大手イオン（千葉市）が大型商業施設の出店を検討する。大型商業施設は広島都市圏で最大級になる見通しだ。

　市はアストラムライン延伸計画について来年度中に事業化の可否を判断する予定で、判断材料を示すための検証作業を進めている。その中で「団地や商業施設を通って予定ルートより乗客増が見込める新たなルートを検討する」としている。

Hiroshima City has decided to re-evaluate the planned alignment of the Seifū Shinto Line (Hiroshima Kōiki Kōen – JR Nishi-Hiroshima, 6.2 km), one of the three proposed extensions to the Astram Line, which were shelved due to budget difficulties. With movement on a mixed-use planned redevelopment with a large-scale retail component in the Seifū Shinto area (Asa Minami Ward and Saeki Ward), the city hopes to get the extension jump-started, and will investigate potential new alignments that will lead to increased ridership. Mayor Matsui Kazumi, who was elected in April 2010, has expressed interest in getting the extension constructed as a catalyst for development in Seifū Shinto, which has stalled.

The original route of the extension was selected by the city in 1999, with an estimated project cost of approx. ¥70 billion and a forecasted average daily ridership of approx. 20,000 passengers. The original route just grazes past the Ishiuchi Higashi area at the southern end of Seifū Shinto, where Hiroshima Electric Railway (Hiroden) expressed interest in building an 82 ha mixed-use planned development in 2007. Hiroden is currently obtaining development approvals from the city, hoping to complete the project in 2015. The development will house 2,600 residents and includes what is scheduled to become the largest mall in the Hiroshima metropolitan area, with mall giant AEON likely to be on board.

The city plans to make a decision whether or not to move forward with the Astram Line extension sometime next fiscal year, and is currently assembling the necessary studies to inform the decision process, including studies of new alignments other than the original route that could generate more ridership.

Personally, I’m a bit curious what other alignments they had in mind, but this may just be a due diligence thing… Most of that area between Nishi-Hiroshima Station and the current Astram Line terminus is mountains, so I think they’re options are limited. Nishi-Hiroshima Station also seems the most logical terminus for the extension, as it is one of Hiroshima’s major terminals and allows for a potential future extension straight to Hiroshima Station. I suppose, however, they could try and bring the line down towards Itsukaichi and Hatsukaichi instead.

[starrwulfe]

Tōkyū Tōyoko line and Meguro line get new signage

It was posted here a while ago that some some metro Tokyo private lines would be adding signage that would give stations a unique number to make it easy for those who don't read Japanese, English, or sometimes the Chinese and Korean that the signs are presented in. A good example is the Tokyo Subway system station guides used on both Toei and Tokyo Metro lines. Tokyu followed that same approach and color coded all their lines (They always had a representative color on the maps and even on some train markings, but now it's official) The Den'en-Toshi line and Oimachi lines were the first to receive the new signgage, but at the end of service last Saturday, many of the Tokyu line's stations got the makeover too.


Here's my station, Hiyoshi's new sign-- <TY13> as it's the 13th station down from Shibuya on the ToYoko line.


But even I didn't know that the Meguro line has the exact same number of stations leading up to the shared ROW at Den'en-Chofu! That makes Hiyoshi <MG13> on the MeGuro line too.

One other thing I noticed-- There are no stickers covering the signs on the inbound (Shibuya) side; I expected to see "for Musashi-Kosugi, Jiyuu ga Oka, Shibuya {Shinjuku 3-Chome, Ikebukuro}" with the part in {} covered up--just like the new signs at Fukutoshin Shibuya station. I guess this means they'll be changing them again... There's space to *add* a sticker there... hmmm.....


Anyway, when I asked the station staff about the new signs, they told me some stations are still undergoing some work where signs will get relocated so they didn't do them all. Naka-Meguro, Musashi-Kosugi are the exceptions. The lady at the ticket window then gave me a folder that has all the markings system-wide for every station...for FREE!

[Sr.Horn]

Really nice design!!! wait for more photos!

Thanks a lot starrwulfe!

[starrwulfe]

How's this for an update....

I came into the "Shibuya Dungeon" complex via the Hanzomon/Den'en-Toshi line platforms this morning and used the passage on the B3 level to get to the Fukutoshin line concourse.(I went to a convenience store on the Hachiko side after popping off the Toyoko line to grab a snack.) It seems they've posted some of the new electronic signs in that hallway too, but this one was actually TURNED ON!!



The new destination signs are full color LCD panels, not 3 color LED as is the standard elsewhere. Wow! :OMG:

I was fully expecting a regular LED display like everywhere else in the station... Makes knowing when to run for that express train a lot easier (shortly after I snapped this pic, I hauled @$$ down to track 4 so I could get to work!! )

Again, as construction progresses, I'll keep posting!

Originally Posted by quashlo

Nice, much cleaner lines and better readability than LEDs.
Thanks for posting.

I don't think I've ever seen this style of signage from Tōkyū... Perhaps this will be the standard for their LCD signage (This may actually be the first LCD signage I've seen from them... You probably know much better since you're a daily user). And they even put the macron on the "o" in "Wakōshi".

Well-- this isn't the first time Tōkyū has had LCD signage...


This array is upstairs on the 2nd floor right in front of the main ticket gate. I'm just coming off the pedestrian bridge from the Hikarie building, and on the opposite side are stairs leading to to JR side of the station. There's also another set of LCD screens just like these at Tokyu's south entrance as well


The signs tell you the next 4 departures for Yokohama and Motomachi-Chūkagai, what track they're on, and sometimes there's a flashing red sign that reads "1st train to arrive at Yokohama" along with arrival time-- useful for Shibuya patrons since most people forget that it's both cheaper and faster to get to Yokohama on the Tokyoko line than JR's Shōnan-Shinjuku line, which also has a platform 400 meters south of here.

Oh, before I forget...

Caught some Tokyu motormen training on Tokyo Metro's 7114F at Musashi-Kosugi today... Most people think one train crew takes the train from start to finish, but even on the same line, there may be 2 crews per run-- and of course when the route is a thru-service run, whatever company owns the tracks is driving the train, regardless of who owns the equipment. They're really ramping up the training pace now, and sightings like these are becoming not so rare. But think about this: Tokyu will have equipment from 3 Tokyo Metro lines, one Toei line, both Tobu divisions, Seibu, and in a few years Sotetsu-- all running on it's tracks. The train crews get to touch a lot of types of equipment!

[Kaitak747]

[Momo1435]

Video taken from the Tokyo Sky Tree showing the grade separation works on the Keisei Oshiage Line between Oshiage and Yahiro.

[quashlo]

New Tōkyō Metro CM

New CM and poster came out this month for the Sumida River Fireworks Show.

30 s CM spot:



Full 60 s CM spot is here.

Poster:

[quashlo]

Shizuoka City to publish LRT implementation master plan by end of fiscal year
http://www.at-s.com/news/detail/100132797.html

　静岡市は１４日、ＬＲＴ（次世代型路面電車システム）の導入基本計画案を本年度内に作成する方針を、市議会新都市拠点整備・公共交通対策調査特別委員会で示した。案にはＬＲＴ導入の採算性や、施設整備の在り方、経費案を盛り込む。
　ＬＲＴ導入調査の進ちょく状況などを聞く委員の質問に、市交通政策課が説明した。計画案に対しては市民の意見も募る。市民の理解を深めるためのシンポジウムは今年秋に静岡、来年早々に清水の両地区で開く予定。
　清水地区では、まちづくりと一体となった検討組織を、市民や地元企業も交えて本年度中に設置する目標も示した。
　ＬＲＴ導入の可能性にも関連し、市中心部への自動車流入抑制などを検証する江川町交差点の平面横断社会実験は今年秋、実施したい意向を示した。実現に向けては現在、周辺商業者や県警と協議中。委員が静岡鉄道社内でのＬＲＴの検討状況をただしたのに対し、同課は「現時点、積極的に導入するという返事はまだもらえていない。ただ、関連の協議、検討は（市と）させていただいている」と答えた。

早期導入求め署名追加提出　市民の会
　静岡市内へのＬＲＴ（次世代型路面電車システム）の早期導入を目指す市民の会「ＬＲＴで結ぶ会」（事務局・清水区）の小川尚子会長らが１４日、静岡市役所静岡庁舎に田辺信宏市長を訪ね、賛意を示した市民５４００人分の署名簿を提出した。
　昨年末の２９０８人分に続く署名簿を提出した小川会長はあらためてＬＲＴの早期導入を求めた。田辺市長は「行政も熱意を受け止めて研究を進めたい」と話した。

On 2012.06.14, Shizuoka City indicated that it plans to publish an LRT implementation master plan before the end of the fiscal year. The plan will include a financial analysis of the proposed LRT system, as well as the ideal infrastructure plan and expected operating costs. Related to the LRT project, the city also says it hopes to conduct a trial program this fall at the Egawachō intersection to test the feasibility of an at-grade crossing, including examining options such as limiting the flow of vehicular traffic entering the center of the city.

Shizuoka City potential LRT alignments:
http://goo.gl/maps/9AMZ

Egawachō intersection is the first main intersection on the blue and orange alignments leaving the current Shizutetsu terminus at Shin-Shizuoka Station.

Cab view on the Shizutetsu from Shin-Shizuoka to Shin-Shimizu, on a recently reinstituted express service (2011.10.11). Shizutetsu has put a lot of effort into recent improvements, including both the reinstituted express service and the new terminal building at Shin-Shizuoka. Hopefully, the LRT project will be the next of these improvements.

[quashlo]

Katsushika Ward petitions JR East for platform doors at Shin-Koiwa
http://sankei.jp.msn.com/region/news...7010023-n1.htm

　東京都葛飾区の青木克徳区長は、ＪＲ新小岩駅にホームドアを設置することを求める要望書をＪＲ東日本に提出した。

　新小岩駅では平成２３年７月以降、成田エクスプレスに飛び込むなどの死亡事故が１年足らずで１１件も続いている。

　ＪＲ東も事故の多発を重くみて、ホームの警備員を増員するなどの対応を取っているが、ホームドア設置については、「山手線の駅を優先しているため、すぐの設置は難しいと」と回答したという。

Katsushika Ward mayor Aoki Katsunori petitioned JR East to install platform doors at JR Shin-Koiwa Station on the Sōbu Main Line. There have been 11 deaths from platform falls in the last year alone. JR East said that installation would take time, though, as the platform door work on the Yamanote Line stations has priority at the moment. Apparently, they’ve stepped up platform staffing, however, in an effort to control the situation.

There were two days in particular in July 2011 where the station saw successive suicides, with a third following later in the same month. Shin-Koiwa appears to be an especially popular spot because Narita Express trains pass the rapid platforms at close to full speed (around 120 km/h), and there is little chance of “failure”. There are also probably some psychological effects going on, with new people coming to the station after hearing the news reports of other accidents. The second incident in July 2011 came one day after the first, in which a woman jumped in front of a N’EX train and was knocked clear 5 m back onto the platform and through the glass doors of a nearby Kiosk convenience store on the platform, injuring four others in the process.

This does, however, bring into question what JR East’s plans are for platform doors after the Yamanote Line… With the MLIT trying to accelerate installations at all large stations, hopefully we’ll see some of these hot-spots taken out quickly. The Sōbu Rapid Line trains that stop at Shin-Koiwa are all E217 series trains in 11- and 15-car formations, so the door positions are all uniform. The biggest obstacle in this particular case appears to be just cost-related.

[quashlo]

Tōkyō Metro participation in Saitama Railway extension unlikely
http://www.tokyo-np.co.jp/article/sa...402000150.html

　埼玉高速鉄道（ＳＲ）の浦和美園駅（さいたま市緑区）と東武野田線の岩槻駅（同岩槻区）を結ぶ地下鉄７号線延伸計画で、採算性向上のため事業主体に「東京メトロ」が加わることについて、メトロの大株主の国が市側に「難しい」と回答していたことが１３日、さいたま市議会で明らかになった。計画では、メトロの参画で黒字転換が１３年早まるとの想定も示されていたが、事実上、参画による採算性向上の道は閉ざされた形だ。　（前田朋子）

　同日の本会議で、吉田一志氏（公明）の一般質問に答えた。

　市によると、市の担当者が同席し、岩槻区自治会連合会などが五月、国土交通省に延伸を求めた陳情の席上、口頭で示された。同省側は「東日本大震災の復興財源に充てるため株式売却を予定しており、参画は困難」と回答したという。

　清水勇人市長は「まちづくりなどで沿線地域の魅力を高めることが重要」と答弁し、他の方策を組み合わせて採算性向上を図る姿勢を示した。

　東京メトロ広報部は「（事業主体参画の）話をうかがっておらず、コメントできない」としている。

　地下鉄７号線延伸をめぐっては、有識者による検討委員会が二月、累積での黒字転換が開業から四十四年後になる可能性を指摘。浦和美園駅周辺の開発進展や運賃値下げ、快速運転などさまざまなケースを想定して試算したところ、ＳＲとメトロが共同事業主体になった場合は三十一年で黒字転換できる、としていた。

In response to a petition by Saitama City officials for Tōkyō Metro participation in the proposed extension of Subway Line 7 from Urawa Misono Station (Midori Ward, Saitama City) on the Saitama Railway (SR) to Iwatsuki Station (Iwatsuki Ward, Saitama City) on the Tōbu Noda Line, on 2012.06.13 the Ministry of Land, Infrastructure, Transport and Tourism (MLIT)—acting on behalf of the national government, the majority shareholder in Tōkyō Metro—responded that Metro participation in the project would be “difficult”. Studies indicated that the participation of Tōkyō Metro in the project would accelerate the complete payoff of construction costs associated with the extension by 13 years, but the MLIT’s response means that the city will have to find another way to improve the financial outlook of the proposed extension. Apparently, the MLIT representatives said that the funds generated from the sale of Tōkyō Metro stock are intended to be allocated towards earthquake reconstruction funds.

This appears to be one of the more active of the proposed extensions in the Tōkyō area, although the study released earlier this year in February indicated that some additional value engineering may be needed to ensure the extension pencils out.

[ukiyo]

I hope they can speed up adding those platform doors.

[quashlo]

Chiba Monorail 0 series “Urban Flyer” enters revenue service

The new 0 series “Urban Flyer” debuted on the Chiba Monorail on 2012.07.08.

Some scenes on opening day:



Some pics:
Source: http://joe123.cocolog-nifty.com/
Source: http://joe123.cocolog-nifty.com/
Source: http://joe123.cocolog-nifty.com/















Interior:
Source: http://wasawo.cocolog-nifty.com/

[quashlo]

Hanshin Mikage Station renovation update

Mikage Station on the Hanshin Main Line is a semi-major station with four elevated tracks (two island platforms), with both through-service limited expresses and limited expresses stopping. Approx. ¥300 million in renovations kicked off in FY2010, including relocation of the faregate entrance to the second level, implementation of accessibility improvements (new escalators and elevators), construction to raise the platform height, installation of gap fillers to eliminate gaps between the train floor and platforms, and construction of a new elevated pedestrian skybridge connecting to the adjacent Mikage Classe mixed-use project. As is standard for these types of upgrade projects, the national and local governments are responsible for two-thirds of the project cost.

Some pics from earlier this year (2012.04), after the upgrages were completed:
Source: http://saitoshika.blog119.fc2.com/



Faregate entrance has been moved to the second level of the station.



Five-gate array, with one IC-only gate.



Paid area of the station. The ceiling height is low because this is all beneath the existing viaduct.



New departure boards for Kōbe, Akashi, and Himeji (left) and Amagasaki, Ōsaka (Umeda, Namba), and Nara (right).



There’s not much that can be done for the pencil-thin platforms and daunting curves, but they’ve installed gap fillers to bridge the gap between platform and train floor. The canopy columns have also been repainted, and the platform resurfaced.

[quashlo]

Kishibe Station construction updates

Some recent shots (2012.06) of the new elevated concourse and public passage at Kishibe Station on the JR Kyōto Line. The elevated concourse debuted to the public on 2012.03.17.
Source: http://saitoshika.blog119.fc2.com/

The new North Exit station plaza



A simple but clean design. The canopy is supposed to be reminiscent of the Senri Hills.



The station and public passage are completely barrier-free.





The North Exit of the station features this small pedestrian path running parallel alongside the freight tracks.



The new north-south public passage, 110 m long and 6 m wide, connecting the new elevated station concourse and new North Exit of the station. Very nicely done, especially given that many JR West station upgrades tend to be fairly rudimentary in design.

[quashlo]

The new Suita Freight Terminal, built on the site of the former Suita Switchyard, will absorb some of the functions of the Umeda Freight Terminal, which will eventually be decommissioned as part of large-scale urban redevelopment around Ōsaka / Umeda Station.



Looking west towards Ōsaka.







Platforms 1 and 2 for Shin-Ōsaka, Ōsaka, and Sannomiya, and Platforms 3 and 4 for Takatsuki and Kyōto. Technically, only locals stop at the station, though, with rapids and special rapids skipping.



Appears they went all out with the lighting on the platform level, including illuminated escalator handrails and embedded ceiling lighting.