Urban transit / 都市圏公共交通

[quashlo]

Aimi Station on JR Tōkaidō Line opens: Part 1

This is a new station that opened on the JR Tōkaidō Line in the Nagoya area on 2012.03.17. Specific location is Kōta Town, Aichi Prefecture, between Kōda and Okazaki Stations. Apparently, this has been a long-time coming, as locals have been pushing for a new station since 1900.

It’s only a minor station on the line, with only 79 local trains and 7 rapid trains total stopping (according to the weekday schedule), coming out to a base service of at least 2 tph in each direction. Estimated daily boardings and alightings are 2,500 to 3,000, which the city hopes to increase to 5,000 in the long-term. A station plaza (with bus service by Meitetsu Bus and a local community bus operated by Kōta Town) and 500-space garage (one-time fee is ¥300 for 6 hrs or less, monthly fee is ¥4,000) surround the station, and there is a 14-story residential tower and other residential development on the way.

Some pictures:
Source: http://okirakuhobby.blog114.fc2.com/

The new station fills in one of the many large station-to-station distances on the JR Tōkaidō Line in the Nagoya area—it’s 4.3 km from Okazaki and 3.1 km from Kōda.



From Platform 3 (for Toyohashi, Hamamatsu) looking at Platforms 1 / 2 (for Okazaki, Nagoya)



This is an outer suburban station, and has been designed to minimize costs—the station is a “petition” station, so the full cost (¥4,587,450,000) has been borne by Kōta Town.



This is a three-track station and includes an elevated public passage / platform bridge spanning the tracks.
Looking north towards Okazaki



Looking south towards Kōda



Moving towards the West Exit



Kōda Town has a large kite festival every January.



West Exit station building







Land readjustment looks to be mostly complete, but it’s all empty lots at the moment.

[quashlo]

Aimi Station on JR Tōkaidō Line opens: Part 2

The East Exit of the station, which has the existing residential neighborhood, schools, and retail facilities.





East-side stairwell has a large kite decoration of Ōkubo Hikozaemon, a local hero from the Edo Period.



These are supposed to be public restrooms.







East Exit station building



It’s a standard design, with a public passage that allows for free passage over the tracks.



Station plaza



Still awaiting some landscaping work



What’s going in adjacent to the station:

[quashlo]

Ensuring profitability of Saitama Railway extension to Iwatsuki likely difficult
http://mainichi.jp/area/saitama/news...10259000c.html

　埼玉高速鉄道（ＳＲ）を浦和美園駅（さいたま市緑区）から、東武野田線岩槻駅（同市岩槻区）まで７・２キロ延伸する計画について話し合う市の「地下鉄７号線延伸検討委員会」（高松良晴委員長）は１２日、現状では採算性を確保するのは困難とする最終報告書を清水勇人市長に提出した。沿線の開発の進展によっては需要が増える可能性があると含みを残した。清水市長は９月末までに延伸について結論を示す方針を示した。【西田真季子】

　報告書によると、延伸の費用と効果を比較した指標「Ｂ／Ｃ」（便益を費用で割る）を０・９と試算した。Ｂ／Ｃが採算ラインの１を下回ると、国の事業認可が下りない可能性が高い。

　委員会は採算性の改善策として、浦和美園駅や岩槻駅周辺の開発▽ＳＲ線と延伸線内での快速運転▽東京メトロの経営参画－－などを提案した。市は需要の増加に向けた行程表をつくり、市長の判断を仰ぐという。清水市長は「提案いただいた（需要増加の）手法がどのタイミングでできるか考えた上で総合的に判断する」と述べた。

　一方、地元は「延伸断念」の判断が下らなかったことに胸をなで下ろしている。岩槻区の自治会関係者らでつくる「市民協議会」の田中岑夫会長は「周辺住民にとって延伸は数十年来の悲願。市長の判断次第」と期待する。協議会はこの日、さいたま商工会議所と延伸実現に向けた期成会を発足する考えも表明し、田中会長は「期成会がしっかりと旗を振れば市民がまとまってくれるのでは」と語った。

＝＝＝＝＝＝＝＝＝＝＝＝＝＝

　■解説
　◇明確な戦略提示求める

　最終報告書は、延伸計画は採算性に乏しく実現には沿線の需要増加策が必要と判断した。仮に延伸を決断するならば需要増加につながる明確な戦略を市民に提示せよ、とボールを清水市長に投げ返した形だ。

　報告書が「（延伸のための）方策の成功を当て込んで事業化を図ることは難しい」と念押ししたことは評価したい。浦和美園駅周辺開発は、ＳＲ開業前年の００年に始まったが、進捗（しんちょく）状況は総面積の約２１％にとどまるなど、需要予測の甘さはすでに明らかだ。

　委員会で再三指摘されたのは「沿線の街づくりのビジョンが見えない」ということだった。にぎわいを取り戻すため、赤字覚悟で延伸するのか。

　さいたま商工会議所の松永功会頭は１２日、期成会の結成についての会見で「赤字になったリスクを負うことまでは我々は考えていない」と突き放した。延伸ありきで赤字路線を抱え込めば、そのつけは行政サービスの低下で市民、県民の生活に跳ね返る。街づくりと財政を踏まえ、延伸の意味を市長が判断すべき時だろう。

Google Map:
http://g.co/maps/ry84v

The future of the 7.2 km extension of the Saitama Railway from Urawa Misono Station to Iwatsuki Station on the Tōbu Noda Line is a bit uncertain, as the report by the Saitama City special committee estimated a benefit-to-cost ratio of 0.9. However, the report also identified possible areas of improvement, including increased development around Urawa Misono Station and Iwatsuki Station, limited-stop service along the Saitama Railway and proposed extension, and participation in the project by Tōkyō Metro. Apparently, development is proceeding much slower than expected around Urawa Misono Station, where only 21% of the total area has been developed since the opening of the Saitama Railway in 2000.

[quashlo]

Narihirabashi Station becomes Tōkyō Sky Tree Station: Part 1

On 2012.03.17, Narihirabashi Station was renamed to Tōkyō Sky Tree Station (to be exact, “Tokyo Skytree Station”). Together with these changes, the Isesaki Line from Asakusa / Oshiage to Tōbu Dōbutsu Kōen was renamed the Tōkyō Sky Tree Line.

There is some disapproval regarding the renaming… Personally, I think it’s fine to rename it Tōkyō Sky Tree (I also think keeping it as Narihirabashi wouldn’t have hurt anyone), but I still can’t fathom why they went with hiragana instead of kanji for “Tōkyō”. Doesn’t really help anyone except foreign visitors who can’t read kanji, but they’d still be able to read “Sky Tree” anyways… The hiragana also makes it unnecessarily long. In any event, Oshiage Station (Tōkyō Metro Hanzōmon Line, Toei Asakusa Line, and Keisei Oshiage Line), the other station serving the Sky Tree site, also got a second name (“Sky Tree-mae”).

asahi.com video report (2012.03.17):



Narihirabashi Station, as preparations are being made for the transition (2012.013.16).



The station ends its duties as “Narihirabashi Station” (2012.03.17):

[quashlo]

Narihirabashi Station becomes Tōkyō Sky Tree Station: Part 2

A short tour through the portions of the renovated station that opened… There’s still much of the station that’s being worked on. Also of note, with the station renaming, all inbound and a handful of outbound limited expresses now began stopping at the station to improve access to the Sky Tree for visitors from areas along the Tōbu Line in Saitama and Gunma.



Dawn scenes with the Tōkyō Sky Tree and the Tōbu Isesaki Line’s Sumida River bridge (2012.03.11):



About a week ago, Tōbu also began broadcasting a new CM to advertise the Spacia limited express service and the 2012.05.22 opening of the Tōkyō Sky Tree. They also revamped their website.

[quashlo]

Narihirabashi Station becomes Tōkyō Sky Tree Station: Part 3

Tōbu has also begun introducing renovated 100 series Spacia limited express units for services to Nikkō and Kinugawa. Perhaps the most interesting thing about the renovation is the three new paint schemes—“Sunny Coral Orange”, Iki “Refinement”, and Miyabi “Elegance”—and the new Spacia logo based on the Sky Tree.

Some pictures of the Miyabi set:
http://blogs.yahoo.co.jp/toubu11635f/[/i]





The pantographs are still the original double arms. These are old sets, so the renovation was mostly redoing the paint scheme and the interior a bit.



Rollsigns haven’t been switched out, but the new paint scheme includes the new Tōbu Railway logo introduced last year.



The new Spacia logo. The “I” is shaped like the Sky Tree, while the three stars represent the three landmark destinations served by the Spacia: Asakusa, Tōkyō Sky Tree Town, and Nikkō.



Intermediate car
Pretty good lines.



Video (2012.03.04).
All three paint schemes feature Tōbu Group’s new corporate color “future blue”, combined with a second color: the Miyabi features an elegant and dignified Edo purple, the Iki a light blue reminiscent of the Sumida River, and the third set the “sunny coral orange” standard for Nikkō and Kinugawa limited expresses. Miyabi and Iki are actually the two main illumination schemes for the Sky Tree. Some of the seat moquettes inside the trains were also replaced with new ones based on a Sky Tree motif. Can also see the headmarks on the trains counting down the remaining days until the Sky Tree opening.



Overall, I’m very impressed with the Sky Tree efforts by Tōbu, which have completely revamped my image of the railway and continued the very best of the private railway tradition. While there are other large trackside developments being carried out by railways like Hikarie, I can’t recall anything in recent memory of quite the same scale and importance as the Sky Tree, excepting of course JR East’s mega-developments. The Sky Tree should be a big boon for Tōbu passenger numbers, as I expect a lot of people will want to link a journey to the tower with a day in Asakusa, bringing many visitors to a forgotten part of the metropolis.

[quashlo]

Grade crossing near Sky Tree will be eliminated
http://www.yomiuri.co.jp/otona/railw...OYT8T00827.htm

　東京スカイツリー（東京都墨田区押上）の開業で、最寄りの東武伊勢崎線・業平橋―曳舟駅間の踏切周辺で渋滞が起きる恐れがあるとして、墨田区は両駅間の線路約７５０メートルを高架化することを決めた。区が事業主体となり、総事業費は２７５億円に上る見通し。２０１７年度に着工し、２３年度末の供用開始を目指す。

　都と区の負担額は１１７億円に上るとみられ、区は今後、事業費の負担割合などを都と協議する方針。

　区によると、両駅間にある同線第２号踏切（押上１）は、朝方のピーク時は通過するのに最大約３０分かかり、地元から改善を求める声が出ていた。

　都は０４年、主に交通量が多く、遮断機の下りている時間の長い踏切を含む都内２０区間について、都が事業主体となって立体化を検討する計画を決定。しかし、今回の区間は「区間内に遮断機が下りている時間の長い踏切が一つしかない」として計画から漏れたため、区が事業主体となって整備を目指すことにした。

　区の負担が増える可能性があるが、区拠点整備課は「区民や観光客の利便性を考え、早く高架化を実現するためにはやむをえない」としている。

This crossing (Isesaki Line Grade Crossing No. 2) is located in Oshiage 1-chōme a couple hundred meters east of the Sky Tree site. With the opening of the Sky Tree, there is some worry about the increased traffic generated by the Sky Tree development. During the morning rush hour, it can take as long as 30 minutes to cross the tracks, and locals have been pushing to have a solution implemented.

The Isesaki Line is already grade-separated on the west side of the Sky Tree site at Narihirabashi Station, but this project would add another grade-separated road connection on the east side. Approx. 750 m of the Isesaki Line surrounding the crossing will be elevated, with a projected total cost of approx. ¥27.5 billion, of which the Metropolitan Government and Sumida Ward are expected to bear as much as ¥11.7 billion. Apparently, this is not one of the 20 worst sections within the limits of Tōkyō Prefecture, and the Metropolitan Government is not required to become project lead, leaving Sumida Ward to push the project forward.

Groundbreaking will take place in FY2017, and the new elevated track will enter service in late FY2023.

[quashlo]

Tōbu breaks ground on Takenotsuka Station continuous grade-separation
http://www.tobu.co.jp/file/pdf/86aab...20120330170602

東武鉄道（本社：京都墨田区 東武鉄道）では、 足立区が進めている都市計画事業である、東京都足立区内の東武スカイツリーライン（伊勢崎線）「竹ノ塚駅」付近の約１．７ｋｍ区間の連続立体交差事業（高架化）において、このたび同区との施行協定を２０１２年３月３０日（金）付で締結し事業に着手いたます。

この事業は、鉄道の高架化により２か所踏切が除却され安全性が向上ほか、周辺道路網の整備により交通渋滞が緩和されるとともに、鉄道により分断されていた市街地を一体化することによって総合的なまちづくりを進めるもので、２０２０年度完成を目指します。

また、この高架化により、竹ノ塚駅が高架となり、より安全・安心にご利用し駅に生まれ変わる予定です。

この事業は、足立区・近隣地域の皆さまなどの熱意と努力により、立体化の手続きがに進捗しているものです。工事期間中は、お客さまおよび近隣に住まいの方々にはご不便をおかけすることになりまが、安全を最優先に工事を進め、安心してご利用いただけるよう努めてまいります。

東武伊勢崎線（竹ノ塚駅付近）連続立体交差事業の概要

事業種別
単純連続立体交差事業

事業区間
東武スカイツリーライン（伊勢崎線）西新井～谷塚間 延長約１．７ｋｍ
住所 東京都足立区栗原四丁目付近 ～ 東伊興三丁目付近

解消される踏切数
２か所
なお、解消される踏切には、平成１７年３月１５日に事故のあった赤山街道の
踏切（伊勢崎線第３７号踏切道）が含まれております。

高架化される駅
竹ノ塚駅（東京都足立区竹の塚６－６－１）

施行協定締結日
２０１２年３月３０日（金）

事業期間
２０１１年度～２０２０年度

事業費
約５４４億円
（負担額 足立区：約４５６億円 東武鉄道：約８８億円）
なお、足立区の負担額は国費及び都費を含みます。

位置図


駅部横断図（イメージ）

This involves the elevation of approx. 1.7 km of the Tōbu Sky Tree Line (Isesaki Line) surrounding Takenotsuka Station. In terms of cost, this is a pretty impressive project, as it will cost ¥54.4 billion, ¥45.6 billion of which will be borne by Adachi Ward and the rest by Tōbu Railway. Project timeline will stretch from FY2011 to FY2020. Two grade crossings will be eliminated, including the crossing with Akayama Kaidō (Isesaki Line Grade Crossing No. 37) where four people were injured or killed in an accident in 2005.

At first, I was a bit curious as to why the outbound express track would be separate from the other three tracks, but it probably has to do with the Tōkyō Metro yard just south of the station—it appears that a separate track connection from the yard will need to remain at ground level, similar to the setup on the Tōkyū Tōyoko Line at Moto-Sumiyoshi.

This is one of the infamous crossings that never (or rarely) open during rush hour due to the train traffic to / from the Tōkyō Metro yard, the quadruple track (technically, five tracks), and the train traffic from the storage tracks just north of the station (some trains start / end at Takenotsuka). The crossing was manually operated by railway staff for many years, but was automated following the accident.

The crossing is still staffed today (2012.04.01):

[quashlo]

Takei Emi is new face of Tōkyō Metro

After a year-long run, An has been replaced by Takei Emi, who has been enjoying increasing popularity as a model recently, doing ads for an array of household corporate names including Shiseidō, Lotte, Softbank, Coca-Cola Japan, Aeon, Nissin Foods, and Nintendō. As typical, I missed the last sets of An’s posters since they take them down immediately after the end of the fiscal year, but anyways, here’s the new CM:



To be honest, last year’s campaign with An didn’t grow on me much, despite having daily (maybe it was weekly?) radio shows on Tōkyō FM … This year’s campaign appears to be substantially more toned down than last year’s, but I think it’ll end up being something between An’s campaign and Aragaki Yui’s campaign.

There’s also another CM out for the ANA and Tōkyō Metro partnership… Airline + railway partnerships are pretty common, often involving joint cards that combine point cards for both the railway group and the airline group, a regular IC farecard with e-money functionality (PASMO, Suica, etc.), and a credit card onto a single card.

[quashlo]

New 817 series classes debut: Part 1

JR Kyūshū’s new 817-2000 and 817-3000 series for the Fukuhoku Yutaka Line and Kagoshima Main Line debuted in revenue service on 2012.03.17. Some videos:

817 series VM3003 + VM3002 + 813 series RM1106 depart Koga in 3+3+3 formation on run 3128M:



Inside and outside an 817-2000 series:



Running sound comparison between 813-1100 series (RM1115) with Tōshiba inverter and 817-3000 series (VM3003) with Hitachi inverter:



Cab view on unit VM3001 on Kagoshima Main Line rapid run 4220M, coupled together with VM3003 and 813 series RM1115 in 3+3+3:
Part 1: Araki – Futsukaichi http://www.youtube.com/watch?v=Mm6n5YwuhnM&hd=1
Part 2: Futsukaichi – Minami-Fukuoka http://www.youtube.com/watch?v=2cY9d1vBqRY&hd=1
Part 3: Minami-Fukuoka – Fukkō Dai-mae http://www.youtube.com/watch?v=ODBFdqklOm0&hd=1
Part 4: Fukkō Dai-mae – Orio http://www.youtube.com/watch?v=4cdYu_Q673s&hd=1

Cab view on unit VG2006 on Fukuhoku Yutaka Line run 4634H:
Part 1: Hakata – Sasaguri http://www.youtube.com/watch?v=PA1bGZACxFw&hd=1
Part 2: Sasaguri – Tentō http://www.youtube.com/watch?v=Xk_3yeCTWDU&hd=1
Part 3: Tentō – Nōgata http://www.youtube.com/watch?v=olkTXNjyY7I&hd=1

[quashlo]

New 817 series classes debut: Part 2

A few pictures at Hakata Station. Not great, but maybe later on we’ll get a better set.
Source: http://ameblo.jp/maimai24/

The existing 817 series sets are unpainted, but the white full-body paint on these latest units really catches the eye.



With the characteristic jumbo LED signs



As indicated on the marker at bottom right here, these were manufactured by Hitachi.





Would have liked some better shots of the interior, as these are the first 817 series to go with all-longitudinal seating.



Yes, this is a Mitooka design…







Apparently, the recent scheduled changes also brought 817 series units down to the Kagoshima area for the first time.

[quashlo]

Keihan 13000 series to debut April 14

The new Keihan 13000 series will debut on 2012.04.14. The first units have already arrived at the Keihan yard and have begun testing and burn-in.

Sankei video report of the press debut on 2012.03.29.
A very smart train, in keeping with the 3000 series. I suspect any future trains will also feature a similar design.



Testing on the Keihan Main Line. Looks a bit out of place with just four cars on quadruple-track.

[quashlo]

Ginza Line 1000 series trains will debut April 11

Tōkyō Metro recently announced that the first of the new “retro” 1000 series trains for the Ginza Line will begin revenue service on 2012.04.11. There’s supposed to be two invitation test rides open to the public on 2012.04.04 and 2012.04.07, so hopefully we’ll get some decent pics and videos from that.

For now, some recent clips (2012.03) of testing:

On the Ueno Station curve:



In and out of Asakusa Station:

[quashlo]

New East Exit at Hanshin Sannomiya Station opens: Part 1

Must say I’m very pleased with the results… Overall interior design is quite similar to the Namba Line stations. I assume Hanshin does the architectural design in-house (?), but in any event, the end-result is quite nice. They managed to make a very low ceiling at the concourse level feel pretty open with creative elements like embedding the departure boards in the ceiling and using wave-form ceiling panels. The faux brick actually looks good, too.

Kōbe Shimbun video report on opening day (2011.03.20):



Another video with some better clips of the platform:



A video construction update:
0:05 Start out at the West Exit, Tracks 2 and 3. This end of Platform 2 has been boarded up.
0:15 Track 2 will eventually be a stub track, while the previous stub track (Track 3) will become a through track.
0:30 Track 2, behind the fencing. They’ve already begun demolishing a portion of the platform here.
0:40 Wall panels are progressing along Track 3.
0:50 An overview of the Ōsaka (east) end of the station. Quite a bit of difference between the east (new) and west (old and historic) ends.
1:20 Signage is Hanshin’s modern standard, similar to the Namba Line. This is Platform 3, and we can see they’ve temporarily blotted out the arrowheads since it’s still a stub track at the moment.

[quashlo]

New East Exit at Hanshin Sannomiya Station opens: Part 2

A few photos to finish it off:
Source: http://building-pc.cocolog-nifty.com/map/

Only a small exit at the moment (four gates).



Departure boards on the concourse level are two-row, full-color LEDs:
11:12 Local for Kōsoku Kōbe
11:16 Through-service limited express for Himeji







Concourse, outside the faregates. This not only houses the ticketing area but also doubles as an underground connection north-south between the JR station, Mint Kōbe, the Hanshin station, and the south area (Sogō department store, etc.).



Only three TVMs at the moment, but it’s been built for expansion. The spaces to the side of each pair of TVMs are for the station staff to pop out of the wall to assist you in case you have a question or they detect something faulty with the machine. This is why in most stations, the TVMs are placed adjacent to the manned ticket gate.



Hankyū–Hanshin brand convenience store



The north end of the connecting passage ties into Mint Kōbe, a vertical mall next to the station.





Exit A23, one of the new exits. This is on the south side of Mint Kōbe.



Following the connecting passage on the southwest end takes us to the existing underground mall on the south side of the Sannomiya Station complex.



The other new exit, on the south side of the main road.



Like other large underground complexes, exits within a certain area are grouped by letter and then given a unique number. They’ve gone one step further for Sannomiya and color-coded the letter groups.

[ukiyo]

Kyushu trains always look so slick. About the Sky Tree stuff I think it's odd they used hiragana too..

[quashlo]

Ōsaka proposes LRT on Midōsuji
http://osaka.yomiuri.co.jp/e-news/20...htm?from=main3

　大阪の街の将来像を研究している府市統合本部の「グランドデザイン検討部会」が、南海難波駅～大阪・梅田（約４キロ）の御堂筋にＬＲＴ（次世代型路面電車）の導入を検討していることがわかった。２９日の同本部で発表する基本計画の中間とりまとめ案に盛り込む。同部会は御堂筋の緑化方針を打ち出しており、一般車両を乗り入れ禁止にする代わりにＬＲＴを活用し、気軽に散策できるにぎわい空間を創出する狙い。

　同部会は、２０５０年頃までの長期的な視野で大阪の街づくりを検討。２９日の中間案を基に６月に最終案を固め、府市が一体で都市再生に取り組む。

　中間案では、御堂筋は側道を自転車専用道路に変え、将来的に全面緑化と中央部のＬＲＴ敷設を目指すとしている。南海難波駅～ＪＲ天王寺駅南側の約３キロにもＬＲＴ導入を検討しており、実現すれば、天王寺と梅田がＬＲＴで結ばれる。

　ほかに、現在、未着工の淀川左岸線延伸部（９キロ）などを整備して「大阪都市再生環状道路」（計約６０キロ）を完成することや、大阪市営地下鉄今里筋線（井高野―今里、１１・９キロ）を府北部の吹田市まで延伸する案なども盛り込む。ただいずれも、事業者や財源などの検討はこれからで、実現へのハードルは高そうだ。

Apparently, the proposed Tennōji–Namba LRT line first mentioned here is actually just half of the line, as they want to extend it another 4 km north from Namba to Ōsaka / Umeda Station via Midōsuji.

Midōsuji already has Ōsaka’s busiest subway line (by a comfortable margin) running underneath it, but this plan would close the street off to regular traffic, running the LRT line in its place and introducing some landscaping / streetscape elements. The first phase would convert the frontage roads on Midōsuji to bike-only, with the long-term goal being a complete conversion to a “green” path and construction of an LRT line down the middle.

The LRT plan is all part of a long-term vision for Ōsaka, which also includes the proposed extension of the Imazatosuji Line from Itakano Station into Suita City.

[quashlo]

JR Namba / Nankai Namba route is preferred route for Naniwasuji Line
http://osaka.yomiuri.co.jp/e-news/20...0.htm?from=top

　大阪都心部から関西国際空港への所要時間を短縮する鉄道新線「なにわ筋線」（約１０キロ）について、国土交通省近畿運輸局の検討会は２１日、新大阪駅とＪＲ西日本、南海電気鉄道の難波駅を結ぶ二またの「ＪＲ難波・南海難波ルート」（難波ルート）で合意した。今後、大阪府・市やＪＲ西、南海などが事業化に向けた検討に入るが、実現すれば関空活性化の課題だった都市部からの交通の便が大きく改善する。

　学識経験者や国交省、鉄道事業者ら２１人で構成する検討会は２００９年１１月から始まり、６回目となる今回が最終回だった。この日の検討会では、難波ルートと、同じく二またでＪＲ難波と南海・汐見橋駅に乗り入れる「ＪＲ難波・南海汐見橋ルート」（汐見橋ルート）を比較。建設費が７００億円安くなり、需要も多い難波ルートが採算性の面などで優れていると判断した。

　難波ルートは、ＪＲ大阪駅北側の「うめきた」地下に設ける新駅（北梅田）を経由するが、それ以外の駅（中間駅）を設置せずノンストップで運行するケースと、中間駅５駅を設置するケースの２案を示した。建設費は駅を設置しない場合は約１８００億円、中間駅を設けると約２５００億円になると試算した。

　「中間駅なし」の場合、１日の利用者数は約１５万人で経済波及効果は約２７００億円となり、開業から２１年目に累積赤字を解消して黒字転換する。中間駅を設けると利用者数は約２１万人、波及効果は約３７００億円で、２２年目に黒字転換するとした。

　大阪（梅田）―関空の所要時間は、ＪＲ利用の場合、最短で現在の６８分から４１分に、南海だと地下鉄御堂筋線の利用で５５分から４６分に短縮される。

　なにわ筋線を巡っては、０９年２月、当時の橋下徹・大阪府知事が「関空活性化に不可欠」と訴えたのを機に、具体的な検討が始まった。昨年１１月の大阪府知事・市長選では、橋下氏が代表を務める「大阪維新の会」の公約（マニフェスト）に、大阪市中心部と関空を結ぶ高速鉄道の整備が盛り込まれ、府・市ともに実現に意欲的だ。

　事業者側は「有益な路線だと認識している」（ＪＲ西）、「詳細な検討に臨みたい」（南海）などと前向きで、近畿運輸局も「事業として成立する路線なので、今後は関係者に議論を進めてほしい」と期待感を示した。

　なにわ筋線　大阪都心部を南北に走る約１０キロの路線。関空への所要時間の短縮や、「キタ」と「ミナミ」の集客力向上などの効果が期待されている。２００４年に近畿地方交通審議会の答申で、「中長期的に望まれる新路線」と位置付けられたが、巨額の建設費が見込まれることから事業化の動きが遅れていた。

The Naniwasuji Line is a proposed 10 km line connecting Shin-Ōsaka and Namba designed to improve access to Kansai International Airport (KIX). At Namba, the line would through-service with JR (Hanwa Line) and Nankai Electric Railway, reducing the overall travel time between Ōsaka Station and KIX.

Two possible alignments for the southern end of the line had been under consideration: a Namba route and a Shiomibashi route. Both routes would connect into JR Namba Station, but the Namba route would also connect into Nankai Namba Station while the Shiomibashi route would also connect into Nankai Shiomibashi Station. The Namba route is about ¥70 billion cheaper and connects into a much more important Nankai terminal (Namba). Shiomibashi, on the other hand, is basically the end of a trivial branch line that isn’t even designed to accept through trains from the Nankai Main Line anymore, and the Shiomibashi area itself isn’t anywhere near as important as Namba.

Assuming a non-stop route (only one intermediate station between Shin-Ōsaka and Namba located in the Ume-Kita area north of Ōsaka / Umeda Station), the total cost of the Namba route is estimated at ¥180 billion. Assuming five additional intermediate stations, however, the cost is expected to rise to approx. ¥2.5 billion.

Assuming the non-stop route, daily ridership would be about 150,000, with a total financial benefit of approx. ¥270 billion. Assuming five intermediate stations, daily ridership would be about 210,000, with a total financial benefit of ¥370 billion. The non-stop route would completely pay itself off in the 21st year after opening, the five-station alternative in the 22nd year after opening.

Travel time between Ōsaka / Umeda and KIX will drop from 68 min to 41 min for JR users and from 55 min to 46 min for Midōsuji Line + Nankai Line users.

[quashlo]

Keihan 13000 series press debut

Some photos from the press debut on 2012.03.29:
Source: http://rail.hobidas.com/blog/natori/

Basic design concept is the same as the 3000 series, based on the “crescent moon” that symbolizes modern elegance. Compared to the 3000 series, the curvature of the roof has been reduced and the headlights have been reduced from three lamps to two. Compared to the 10000 series on the Katano Line, the cab has been strengthened, with the corner columns designed as triangular cross-sections to assist in offset collisions. Although the standard formation is just one unit (four cars), there are doors at both ends to allow for passage between units when trains are coupled in 4+4 formations.



Love the colors here… Surprisingly, this is Keihan’s first stock to use cantilever seating.



Priority seating and wheelchair space. These seats weren’t converted to cantilever seating. As is standard for new stock, the standee handles and overhead racks in this area are lowered for universal design considerations. The partitions between the seats and door areas have also been increased in size, now looking a lot more like standard Tōkyō commuter EMUs. The unit on display for the press tour was decorated as a “gallery train”, with all the ads switched out with photos of scenery in the Uji and Fushimi areas.



Controls are a two-lever design like the 7200 series. The cab can be completely closed off when the train is coupled in 4+4 formation.



13000 series debut headmark

[quashlo]

First EV buses in regular revenue service make their debut
http://sankei.jp.msn.com/region/news...9270010-n1.htm

The first EV bus in regular (non-trial) revenue service began operating on 2012.03.10 on Hamuran, Hamura City’s “community bus” service. Since 2005, there have been only three routes on the community bus network, but the EV bus has been introduced on a new fourth route (7.4 km) linking Hamura and Ozaku Stations on the JR Ōme Line, stopping at Hamura City Hall, the Hamura Citizens’ Hall, and the Hamura Public Library. The route is operated by Nishi-Tōkyō Bus (majority owned by Keiō Corporation), becoming the first EV bus in regular (non-trial) revenue service.

Tōkyō MX news report (2012.03.07):



The bus is a modified Poncho “Long” unit, manufactured by local bus company Hino Motors (a subisidiary of Toyota Motors), with a 200 kW motor (manufactured by U.S. firm UQM Technologies) in place of the engine, significantly reducing noise and vibration. Capacity is 36 passengers. For each 40-minute roundtrip, the bus is allotted a 20-minute slot to recharge. The bus can run 30 km without recharging its batteries. The route is flat and without much traffic, but the bus uses about 40% of the battery capacity after one roundtrip assuming full use of the AC and frequent operation of the doors.

The typical Poncho Long costs around ¥20 million, but this EV type was around ¥80 million, which was split evenly between the national government and the Tōkyō Metropolitan Government. In return, Hamura City was responsible for funding the cost of establishing new stops and the operating costs of the new service, about ¥1.6 million total.

This first bus was later followed by another unit for Sumida Ward’s new three-route community bus network out of Oshiage Station, debuting before the Sky Tree opens in May. There are three buses on this network, one of which is an EV bus. Portions of the roof have been replaced with glass to allow passengers a view of the Sky Tree.

Tōkyō MX news report (2012.03.04):