JAPAN | Urban Transport Compilation

[quashlo]

I’ll try and post news on the latest projects in here. Feel free to post whatever you find interesting or want to share about urban transport in Japan.

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Major Tōkyō Area Projects
A rundown of under construction projects, projects in planning, and proposed projects in the Tōkyō Area urban rail network.

Under Construction
[Chiba Urban Monorail] Chiba Urban Monorail Line 1 extension: Kenchō-mae – Shiritsu Aoba Byōin
[Keikyū] Keikyū Daishi Line grade-separation: Higashi-Monzen – Kojima Shinden
[Keikyū] Keikyū Main Line / Keikyū Airport Line grade-separation: Heiwajima – Rokugōdote, Keikyū Kamata – Ōtorii
[Keikyū | Tōkyō Monorail] New International Terminal Station at Haneda Airport
[Keiō] Keiō Line / Keiō Sagamihara Line grade-separation: Shibasaki – Nishi-Chōfu, Chōfu – Keiō Tamagawa
[Keisei] Oshiage Line grade-separation: Oshiage – Aoto
[Keisei] Kanamachi Line grade-separation: Takasago – Shibamata
[Keisei | Hokusō] Narita New Rapid Railway / New Skyliner and Nippori Station reconstruction
[Odakyū] Odakyū Line quadruple-tracking and grade-separation: Yoyogi Uehara – Mukōgaoka Yūen
[JR East] Chūō Rapid Line grade-separation: Mitaka – Tachikawa
[JR East] Installation of platform doors on Yamanote Line
[JR East] Nambu Line grade-separation: Inadazutsumi – Fuchū Honmachi
[JR East] New Musashi Kosugi Station on Yokosuka Line
[JR East] Shinjuku Station improvements
[JR East] Tōhoku Line – Tōkaidō Line connection: Ueno - Tōkyō
[JR East] Tōkyō Station City and Tōkyō Station restoration
[JR East] Urawa Station elevation and redevelopment
[Seibu] Seibu Ikebukuro Line quadruple-tracking and grade-separation: Sakuradai – Ōizumi Gakuen
[Shin-Keisei] Shin-Keisei Line grade-separation: Kamagaya Daibutsu – Kunugiyama
[Sōtetsu] Sōtetsu Main Line grade-separation: Hoshikawa – Tennōchō
[Tōbu] Tōbu Noda Line grade-separation: Shimizu Kōen – Umesato
[Tōkyū] Tōkyū Den’en Toshi Line quadruple-tracking and Ōimachi Line extension: Futako Tamagawa – Mizonokuchi

Part 1: Introduction
Part 2: Ōimachi Line Improvements
Part 3: Den’en Toshi Line Quadruple-Tracking
Part 4: Ōimachi Line Express Service

[Tōkyū | Tōkyō Metro] Tōkyū Tōyoko Line through-service with Tōkyō Metro Fukutoshin Line

In Planning Stages
[JR East | Tōkyō Metro | Tōkyū] Shibuya Station redevelopment
[Kanazawa Seaside Line] Relocation of Kanazawa Seaside Line Kanazawa Hakkei Station
[Keiō] Keiō Line grade-separation: Daitabashi – Hachimanyama
[Metropolitan Intercity Railway] Tsukuba Express platform extensions
[Seibu] Seibu Shinjuku Line grade-separation: Nakai – Nogata
[Sōtetsu | JR East] Kanagawa East Line (Sōtetsu through-service with JR East): Nishiya – Hazawa
[Sōtetsu | Tōkyū] Kanagawa East Line (Sōtetsu through-service with Tōkyū): Hazawa – Hiyoshi
[Toei Subway] Installation of platform doors on Toei Ōedo Line

Proposed
[JR East] Kawasaki Approach Line: Tōkyō Teleport / Shinagawa – Hamakawasaki – Kawasaki (Nambu Line) / Sakuragichō
[JR East] Keiyō Line extension and Chūō Line quadruple-tracking: Tōkyō – Mitaka
[JR East | TWR] Keiyō Line through-service with Tōkyō Waterfront Rapid Railway Rinkai Line
[JR East] New stations on Musashino Line (Shin-Yoshikawa, Myōbana, Higashi-Asaka, Sendabori)
[JR East] Sōbu Line – Keiyō Line connection: Shin-Urayasu – Funabashi – Tsudanuma
[Kawasaki Municipal Transportation Bureau | Odakyū | Keikyū] Kawasaki Rapid Railway: Shin-Yurigaoka – Kawasaki
[Keikyū] Keikyū Kurihama Line extension: Misakiguchi – Aburatsubo
[Keisei] Keisei Chihara Line extension: Chiharadai – Amaariki
[Metropolitan Intercity Railway] Tsukuba Express extension: Akihabara – Tōkyō
[Odakyū] Odakyū Tama Line extension: Karakida – Kamimizo
[Saitama Rapid Railway] Saitama Rapid Railway extension: Urawa-Misono – Hasuda
[Seibu] Seibu Ahina Line reopening and Seibu Shinjuku Line maintenance facility
[Seibu | Tōkyō Metro] Seibu Shinjuku Line connection to Tōkyō Metro Tōzai Line
[Sōtetsu] Sōtetsu Izumino Line extension: Shōnandai – Hiratsuka
[Tama Monorail] Tama Monorail extensions: Kamikitadai – Hakonegasaki, Tama Center – Hachiōji / Machida
[Tōbu] Tōbu Noda Line double-tracking: Sakasai – Mutsumi
[Tōbu] Tōbu Noda Line grade-separation near Kasukabe Station
[Toei Subway | Keisei] Toei Asakusa Line bypass line and connection to Tōkyō Station
[Toei Subway] Toei Ōedo Line extension: Hikarigaoka – Ōizumi Gakuenchō
[Toei Subway] Toei Shinjuku Line extension: Moto-Yawata – Shin-Kamagaya
[Tōkyō Metro] Tōkyō Metro Hanzōmon Line extension: Oshiage – Matsudo
[Tōkyō Metro] Tōkyō Metro Yūrakuchō Line extension: Shin-Kiba – Noda-shi
[Tōkyō Monorail] Redesign of Hamamatsuchō Station and Tōkyō Monorail extension: Hamamatsuchō - Shimbashi
[Tōkyū | Keikyū] Kamakama Line: JR Kamata – Ōtorii
[TWR] New Haneda Access Line: Tōkyō Teleport – Haneda Airport
[Yokohama Municipal Subway] Yokohama Municipal Subway Blue Line extension: Azamino – Shin-Yurigaoka
[Yokohama Municipal Subway] Yokohama Municipal Subway Green Line extensions: Nakayama – Motomachi, Hiyoshi – Tsurumi
[Yurikamome] Yurikamome extension: Toyosu – Kachidoki
Kaihin Makuhari – Makuhari connection
Ōmiya East-West Transit: Ōmiya – Saitama Stadium 2002
Ward-Prefecture Loop Line (Metro Seven): Akabane – Kasai Rinkai Kōen
Ward-Prefecture Loop Line (Eightliner): Akabane – Haneda Airport

[quashlo]

Hanshin Namba Line opens Friday, March 20
Official Website: http://www.hanshin.co.jp/nambasen/





The Namba Line is a 3.8-km extension of the existing Hanshin Nishi-Ōsaka Line, from Nishi-Kujō Station to Ōsaka Namba Station, making Hanshin Electric Railway the first private railway to serve both of Ōsaka's major terminals--Umeda in the north, via the Hanshin Main Line, and Namba in the south via the new line. The extension includes four new stations:

• Kujō
  Transfers:
  • Ōsaka Municipal Subway Chūō Line (Dōme-mae - Chiyozaki Station)
• Dōme-mae (the station for Ōsaka Dome)
  Transfers:
  • Ōsaka Municipal Subway Nagahori-Tsurumi Ryokuchi Line (Dōme-mae - Chiyozaki Station)
• Sakuragawa
  Transfers:
  • Ōsaka Municipal Subway Sennichimae Line
  • Nankai Electric Railway Kōya (Shiomibashi) Line (Shiomibashi Station)
• Ōsaka Namba (the existing Kintetsu Namba Station, to be renamed once the new line starts since both Hanshin and Kintetsu trains will now use it)
  Transfers:
  • Kintetsu Namba Line
  • Ōsaka Municipal Subway Midōsuji Line (Namba Station)
  • Ōsaka Municipal Subway Yotsubashi Line (Namba Station)
  • Ōsaka Municipal Subway Sennichimae Line (Namba Station)
  • Nankai Electric Railway Main Line (Namba Station)
  • Nankai Electric Railway Kōya Line (Namba Station)
  • JR West Kansai Main Line (Yamatoji Line) (JR Namba Station)

In addition, the extension allows for through-servicing with Kintetsu trains at Namba, meaning it is now possible to travel from Nara (Kintetsu Nara Station) to Kōbe (Hanshin Sannomiya Station) via Ōsaka (Namba Station) on one train.

The extension from Nishi-Kujō to Ōsaka Namba


The Hanshin Main Line (in red) and Namba Line (in green and orange). The green portion is the existing Nishi-Ōsaka Line from Amagasaki to Nishi-Kujō, which will be combined with the extension in orange and together called the Hanshin Namba Line.


The extent of through-services between Hanshin and Kintetsu, from Hanshin Sannomiya in the west to Kintetsu Nara in the east.



Service Pattern
Hanshin’s version of the map only shows the Hanshin network, so this is Kintetsu’s version instead, which shows both the Hanshin and Kintetsu networks:



Service on the Namba Line will consist of the following stopping patterns:

• Rapid express: [Hanshin Main Line] Sannomiya – Uozaki – Ashiya – Nishinomiya – Kōshien – Amagasaki – [Hanshin Namba Line] – Nishi-Kujō – Kujō – Dōme-mae – Sakuragawa – Ōsaka Namba – [Kintetsu Namba Line] – Kintetsu Nipponbashi – [Kintetsu Ōsaka Line] – Uehonmachi – Tsuruhashi – [Kintetsu Nara Line] – Ikoma – Gakuen-mae – Yamato Saidaiji – Shin-Ōmiya – Kintetsu Nara
• Semi-express: [Hanshin Namba Line] Amagasaki – Daimotsu – Dekijima – Fuku – Denpō – Chidoribashi – Nishi-Kujō – Kujō - Dōme-mae – Sakuragawa – Ōsaka Namba – [Kintetsu Namba Line] – Kintetsu Nipponbashi – [Kintetsu Ōsaka Line] – Uehonmachi – Tsuruhashi – [Kintetsu Nara Line] – Fuse – Kawachi Kosaka – Higashi-Hanazono – Ishikiri – Ikoma – Higashi-Ikoma – Tomio – Gakuen-mae – Ayameike – Yamato Saidaiji – Shin-Ōmiya – Kintetsu Nara
• Section semi-express: [Hanshin Namba Line] Amagasaki – Daimotsu – Dekijima – Fuku – Denpō – Chidoribashi – Nishi-Kujō – Kujō - Dōme-mae – Sakuragawa – Ōsaka Namba – [Kintetsu Namba Line] – Kintetsu Nipponbashi – [Kintetsu Ōsaka Line] – Uehonmachi – Tsuruhashi – [Kintetsu Nara Line] – Fuse – Kawachi Kosaka – Higashi-Hanazono – Hyōtan-yama – Hiraoka – Nukata – Ishikiri – Ikoma – Higashi-Ikoma – Tomio – Gakuen-mae – Ayameike – Yamato Saidaiji – Shin-Ōmiya – Kintetsu Nara
• Local: [Hanshin Main Line] – Motomachi – Sannomiya – Kasugano-michi – Iwaya – Nishi-Nada – Ōishi – Shinzaike – Ishiyagawa – Mikage – Sumiyoshi – Uozaki – Ōgi – Fukae – Ashiya – Uchide – Kōroen – Nishinomiya – Imazu – Kusugawa – Kōshien – Naruo – Mukogawa – Amagasaki Center Pool-mae – Deyashiki – Amagasaki – [Hanshin Namba Line] – Daimotsu – Dekijima – Fuku – Denpō – Chidoribashi – Nishi-Kujō – Kujō – Dōme-mae – Sakuragawa – Ōsaka Namba – [Kintetsu Namba Line] – Kintetsu Nipponbashi – [Kintetsu Ōsaka Line] – Uehonmachi – Tsuruhashi – Imazato – [Kintetsu Nara Line] – Fuse – Kawachi Eiwa – Kawachi Kosaka – Yaenosato – Wakae-Iwata – Kawachi Hanazono – Higashi-Hanazono – Hyōtan-yama – Hiraoka – Nukata – Ishikiri – Ikoma – Higashi-Ikoma – Tomio – Gakuen-mae – Ayameike – Yamato Saidaiji – Shin-Ōmiya – Kintetsu Nara

Frequency

• Weekday morning rush
  • Rapid express: 5tph
  • Local: 5tph
• Weekday midday
  • Rapid express: 3tph (rapid expresses stop at all stations between Amagasaki and Ōsaka Namba)
  • Local: 3tph
• Weekday evening rush
  • Rapid express: 3tph
  • Local / Section semi-express / Semi-express: 6tph
• Weekends
  • Rapid express: 3tph
  • Local / Section semi-express / Semi-express: 6tph

Travel Times, Distances, and Fares for Key Station Pairs

• Sannomiya – Kintetsu Nara: 80 min., 65.2 km, ¥940
• Sannomiya - Ōsaka Namba: 40 min., 32.4 km, ¥400
• Kōshien - Ōsaka Namba: 20 min., 15.3 km, ¥350
• Amagasaki - Ōsaka Namba: 15 min.,10.1 km, ¥320
• Sannomiya – Kujō: 35 min., 29.9 km, ¥380
• Kōshien – Kujō: 15 min., 12.8 km, ¥320
• Amagasaki - Kujō: 10 min., 7.6 km, ¥270

[quashlo]

Some Youtube videos of testing…

Hanshin 1000 series trains doing revenue service and trial runs
The first train arrives at Nishi-Kujō to let off passengers and enters the new extension for a trial run.
The second train arrives from a trial run at Nishi-Kujō to board passengers bound for Amagasaki.


Kintetsu 9020 series train on a trial run arrives at Hanshin Sannomiya.



Rolling Stock

Hanshin 1000 series (6-car formations):

http://ktmhp.com/img/railwayfun/a_6660_0.jpg
http://blog-imgs-10.fc2.com/b/i/w/bi...P1110738_1.jpg
http://hiromuta.btblog.jp/ig/b/kulSc18ns485EC158.jpg

Kintetsu “Series 21” (6-car formations):
9020 series:


9820 series:

http://ktmhp.com/img/railwayfun/a_6654_0.jpg

The design of the Hanshin and Kintetsu trains is actually fairly different. The Hanshin trains have three doors per side and are about 19 m long. The Kintetsu trains have four doors per side and are 20 m long.

[quashlo]

Advertisement
http://www.hanshin.co.jp/nambasen/enjoy/pr.html

Posters

The background represents Kōbe, Ōsaka, and Nara from left-to-right.


Hanshin Electric Railway also owns the Hanshin Tigers baseball team, which plays at Kōshien Stadium (adjacent to Kōshien Station on the Hanshin Main Line). The through-service with Kintetsu will improve access to the stadium for baseball fans along the Kintetsu Line. Kintetsu actually owned its own baseball team (Kintetsu Buffaloes) which has since been sold.

Television commercial

[Songoten2554]

pretty cool man thats neat an expansion.

also is this a metro or a regional Railway line?

another thing i see its standard guage but isn't most of the Railways in japan are narrow guage expect the shinkansen which is standard guage.

also i noticed that the loading guage in japan is similar to england alot?

and i know lots of question but i wonder why in the USA they don't promote other companies and such or am i wrong here oh and sorry for the many questions?

[quashlo]

Most of Japan is narrow-gauge, but there are a few major standard-gauge lines...

In Greater Tōkyō, Keisei / Shin-Keisei / Hokusō and Keikyū both use standard-gauge. Toei Subway Asakusa Line is also standard-gauge to allow for through-service with those operators. Tōkyō Metro Ginza and Marunouchi Lines, the first two subway lines built in Tōkyō, are also standard-gauge. Toei Ōedo Line is standard-gauge, but the propulsion technology is different, so I suppose it doesn't matter so much what gauge it is.

Standard gauge is actually more common in Kansai, and a lot of the private railways there (Kintetsu, Hanshin, Hankyū, Keihan, etc.), as well as the municipally-run subways (Ōsaka, Kyōto, Kōbe), use it.

[quashlo]

Expansion of PASMO and Suica service areas

This past Saturday, three new railway operators joined PASMO, the IC card for Tōkyō private railways:

• Kantō Railway (Jōsō Line, Ryūgasaki Line), 27 stations
• Chiba Urban Monorail (Line 1, Line 2), 18 stations
• Maihama Resort Line (Disney Resort Line), 4 stations

JR East also expanded Suica's service area in Greater Tōkyō by adding 74 suburban stations on the Jōetsu, Shin'etsu Main, Jōban, Sōbu Main, Narita, Sotobō, and Uchibō Lines.
They've since revised the service area map to reflect these changes:

http://www.jreast.co.jp/suica/area/Tokyo/map.html

[quashlo]

Tōkyū will introduce additional 6-door, foldup-seat cars on the Den'en Toshi Line starting in April 2009

Currently, trains on the Den'en Toshi Line run with two standing-only cars (Cars 5 and Cars 8) during the morning rush hour (trains are 10 cars long) which feature foldup seats. All express and semi-express trains arriving at Shibuya Station between 7:31a and 8:40a are run with two of these cars in order to relieve congestion. After Hanzōmon Station on the Tōkyō Metro Hanzōmon Line, the seats are unlocked and passengers may sit (the seats are also usable anytime outside of the morning rush). The cars feature two additional doors per side (for a total of six), improving passenger boarding and alighting and reducing average dwell times by three seconds compared to regular four-door cars.

Beginning in April 2009, Tōkyū will make an additional car (Car 4) on these trains standing-only, bringing the total to three cars per train.









Press release (Japanese only):
http://www.tokyu.co.jp/contents_inde...ws/090310.html

[quashlo]

Two new stations open in Tōkyō

Nishifu Station

New station opened on JR Nambu Line this past Saturday, between Bubaigawara and Yaho Stations in Fuchū City, Tōkyō Prefecture. Development plan for 12.8 hectare area surrounding the station is proceeding. Estimated daily station entries and exits is 26,500.


North Entrance


South Entrance




Nishi-Ōmiya Station

New station on the JR Kawagoe Line opened this past Saturday as well, between Nisshin and Sashiōgi Stations in Saitama City. Development plans are proceeding for 116 hectares north of the station and 30 hectares south of the station. Estimated daily station entries and exits is 35,000.


North Entrance


North Entrance


South Entrance

[Vapour]

quashlo, thanks for the update Great news for Kansai with this new line.

[yipe618]

Thank you very much, quashlo. Info and updates on Japanese metro & railway are few and far between these days. Keep up the good work.

The Hanshin Namba Line is gonna really change the commuting and leisure patterns of the Kansai people I believe.

[quashlo]

Yes, it will be interesting to see how things fare... JR slashed some of their ticket prices by up to 50% to compete against the new line.

Videos of revenue service:

Eight-car rapid express bound for Sannomiya enters Dōme-mae Station (Kintetsu train)
http://www.youtube.com/watch?v=ekYVY4W6awc

Rapid express bound for Sannomiya (Hanshin 1000 series in 6+2+2 formation) leaves Kintetsu Nara
http://www.youtube.com/watch?v=bOb9JGc7F50

Cab view of local train bound for Yamato Saidaiji (Sakuragawa to Kintetsu Nipponbashi)
http://www.youtube.com/watch?v=XdZn0plNw_E

Cab view of section semi-express bound for Amagasaki (Ōsaka Namba to Nishi-Kujō)
http://www.youtube.com/watch?v=A_VQh-xlxX8

A tour around Kujō Station on opening day
http://www.youtube.com/watch?v=nPiEdN_W0mQ

[quashlo]

Odakyū Line Quadruple-Tracking and Tunnel Work
http://www.asahi.com/travel/rail/new...903100263.html
Gallery: http://www.asahi.com/travel/rail/gallery/090310odakyu/
Video: http://www.asahi.com/video/train/TKY200903190276.html




Construction work proceeds directly underneath the existing tracks


Shimo-Kitazawa Station, facing east


After construction is complete, Shimo-Kitazawa station will consist of two underground levels--an upper level for local trains and a lower level for express trains.

The Odakyū Line is already at limit as currently designed, with 27tph using 8-car local trains and 10-car semi-express and express trains, during the morning rush. The average load during the morning peak is 190% of capacity. In order to reduce travel times, relieve crowding, and improve on-time performance, the line is currently being quadruple-tracked between Yoyogi Uehara and Mukōgaoka Yūen (12.5 km):

• Yoyogi Uehara - Higashi-Kitazawa (0.7 km): Quadruple-track section was completed in 1978 as part of through-service with Eidan Chiyoda Line (now Tōkyō Metro Chiyoda Line)
• Higashi-Kitazawa - Umegaoka (1.6 km): Tunnel work for quadruple-tracking segment is currently underway.
• Umegaoka - Izumi Tamagawa (8.8 km): Quadruple-track section started service in 2004
• Izumi Tamagawa - Mukōgaoka Yūen (1.4 km): Three-track section (two eastbound tracks towards Shinjuku, one westbound track towards Odawara) just recently opened March 9.

In tandem with the quadruple tracking, the line is being grade-separated in segments by the Tōkyō Metropolitan Government... Before grade-separation, some at-grade crossings would remain closed for 45-50 minutes during the morning peak hour.

Once the full project is complete, average load is expected to decrease to 160-170% and travel time from Mukōgaoka Yūen to Shinjuku will be reduced as follows:

• Express train (morning rush): From existing 33 min to 21 min (-12 min)
• Local train (morning rush): From existing 40 min to 34 min (-6 min)
• Local train (midday): From 43 min to 34 min (-9 min)

[quashlo]

One-man operations for Marunouchi Line

Press release: http://www.tokyometro.jp/news/2009/2009-14.html


Starting next Saturday (March 28), one-man operations will begin over the full length of the Tōkyō Metro Marunouchi Line. In 2004, platform gates were installed on the four-station branch line and the three-car shuttles between Nakano-Sakaue and Hōnanchō were converted to one-man operation. Installation of platform gates and steps on the 25-station main line from Ikebukuro to Ogikubo was begun in 2006 and completed in March 2008, with ATO introduced in December 2008.

[quashlo]

Toden Arakawa streetcar line will receive new cars in April
http://www.asahi.com/national/update...903240309.html
Press release: http://www.kotsu.metro.tokyo.jp/news...0903062_h.html

Two new 8800 series trams will enter service starting in April, following in the footsteps of the “retro” style 9000 series cars which began service last year.



Special features:

• Consumes 20% less energy through use of regenerative braking
• Two 15” Color LCD displays inside the car provide next station information
• ”Barrier-free” universal design with wheelchair space and poles

[quashlo]

Government urges interoperability for Nagoya area farecards
http://chubu.yomiuri.co.jp/news_top/090327_3.htm

JR Central’s IC card, TOICA, was released in November 2006. Nagoya Railroad (“Meitetsu”), the major private rail operator in the Nagoya area, is teaming with the Transportation Bureau of the City of Nagoya, which runs the Nagoya Municipal Subway, to provide their own IC card for release in 2011. The Chūbu District Transport Bureau, the government entity which oversees transport in the Nagoya area and surrounding region, is working actively to get JR, Meitetsu, and the City Transportation Bureau to discuss ways to integrate the two farecard systems. A similar setup already exists in Tōkyō between JR East’s Suica and the PASMO card used by Tōkyō subways and private railways, and in the Kansai area between JR West’s ICOCA and the PiTaPa card used by subways and private railways there.

[quashlo]

JR East announces 2009 infrastructure investment plan
http://www.jreast.co.jp/press/2008/20090314.pdf

JR East just released their 2009 infrastructure investment plan. While there’s nothing all that new, it includes the following elements:

• Continue implementing the safety policy by:
  • Strengthening elevated structures against earthquakes and other natural disasters or damage, such as from strong winds or falling rocks
  • Expand automatic train stop (ATS) system
  • Install platform gates at Ebisu and Meguro Stations on the Yamanote Line
• Reducing carbon dioxide output by using energy-saving lighting on platforms and creating “eco-stations” to serve as models of environmentally-friendly station design
• Continue with construction of the new Musashi Kosugi Station on the Yokosuka Line, aiming for a 2009 opening.
• Continue construction of the Tōhoku-Tōkaidō connection between Ueno Station and Tōkyō Station, allowing for through service between Tōhoku (Utsunomiya and Takasaki) Line trains and Tōkaidō Line trains (possibly Jōban Line <=> Tōkaidō Line trains also)
• Improve track layout at Shinagawa Station
• Continue making stations “barrier-free” by improving station signage, benches, and waiting rooms
• Introduce new E233 series stock to the Jōban Line and E259 series stock to the Narita Express. Complete the replacement of all 209 series stock on the Keihin-Tōhoku Line with new E233 series trains.
• Continue construction around Tōkyō Station (rehabilitation of the Marunouchi station building, GranTokyo North Tower Phase II, etc.) as part of the Tōkyō Station City plan
• Continue expansion of the Suica service area

[quashlo]

Keiō Line / Keiō Sagamihara Line grade-separation: Shibasaki – Nishi-Chōfu, Chōfu – Keiō Tamagawa

Website: http://www.keio.co.jp/train/chofu/index.html
Construction start: September 2004
Construction end: September 2012

Benefits:

• Removal of 18 at-grade crossings, improving road and train safety and eliminating accidents
• Reduced traffic congestion in neighborhoods surrounding the railroad
• Unification of neighborhoods originally separated by train line
• Potential use of land above new tunnels
• Improved transfers between the Keiō Line and Keiō Sagamihara Line
• Improved “barrier-free” station facilities with elevators and escalators

Source: Keiō
The segments under construction are highlighted in red.


Source: Keiō
Section view of tunnels

This project will replace the following at-grade segments of the Keiō Keiō Line (“Keiō Line”) and Keiō Sagamihara Line near Chōfu Station with new tunnels:

• Keiō Line: Shibasaki – Nishi-Chōfu (2.8 km)
• Keiō Sagamihara Line: Chōfu – Keiō Tamagawa (0.9 km)

Chōfu Station is the junction point where Keiō Sagamihara Line trains join the main line (Keiō Line), and consists of two island platforms and four tracks (two bound for Shinjuku, two for Takaosan-guchi, Keiō Hachiōji, and Hashimoto), with an average of 114,647 daily station entries and exits (2007). During the peak hour of the morning rush, trains bound for Shinjuku and the Toei Subway Shinjuku Line arrive every two minutes on average, in addition to trains in the reverse-commute direction bound for Takaosan-guchi, Keiō Hachiōji, and Hashimoto.

The track layout is such that the Keiō Sagamihara Line and Keiō Line tracks cross each other, resulting in longer dwell times at the station as trains wait for the signal and less time for cross-traffic at crossings as the crossing arms must remain down the entire time. As a result, the crossing just west of the station remains closed for a large portion of the time, resulting in congestion and delays for pedestrians, bicyclists, and drivers attempting to cross.

Track layout:
image hosted on flickr

Source: purprin on Flickr
This is taken from the west edge of the inbound platform (for Shinjuku / Toei Subway Shinjuku Line), facing the junction and at-grade crossing. Upper left is Keiō Sagamihara Line, upper right is Keiō Line. As a result of the track layout, trains bound for Shinjuku from the Sagamihara Line conflict with Keio Line trains bound for Takaosan-guchi and Keiō Hachiōji.

Video:
http://www.youtube.com/watch?v=BrYtlE30rrE
Taken from the same vantage point as the photo above, with a view of the crossing just west of the station. Chōfu Station is also a scheduled transfer point between Keiō Line and Keiō Sagamihara Line trains. The schedule is such that inbound trains arrive at the same time and outbound trains depart at the same time.

Currently, the main line is limited to two tracks, although the portion between Sasazuka and Shinjuku is quadruple-tracked to allow for through-service with the Toei Subway Shinjuku Line. This limits the number of trains from the Sagamihara Line that can run through-service to Shinjuku and beyond, and outside of the weekday morning rush, a sizeable fraction of Sagamihara Line trains turn back at Chōfu. Since the station has no siding tracks, however, the trains must first exit the station and use the single crossover east of the station towards Fuda.

The project will resolve the above issues concerning at-grade crossings and track layout. Chōfu, Fuda, and Kokuryō Stations will become underground stations. After construction is complete, Chōfu will have one underground concourse level and two underground train levels (upper level for outbound trains, lower level for inbound trains).

Related projects:

• In 2004, the Tōkyō Metropolitan Government identified the 7.1 km-section of the Keiō Line between Daitabashi and Sengawa for consideration for grade-separation. The 4.3 km-section between Daitabashi and Hachimanyama was identified for funding in the 2008 budget of the Ministry of Land, Infrastructure, Transport and Tourism (MLIT), and planning is now proceeding on the method of grade-separation (tunnel, elevated railway, etc.). The grade-separation of this segment would remove 16 at-grade crossings and allow for the construction of plazas at key stations such as Meidaimae Station, the transfer point between the Keiō Line and Keiō Inokashira Line.
• In 2000, the Transport Policy Council (運輸政策審議会) identified the 11.9 km-section of the Keiō Line between Sasazuka and Chōfu as a candidate for quadruple-tracking, with construction to start before 2015. No specific action has yet been taken.

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Tōkyū Tōyoko Line connection to Tōkyō Metro Fukutoshin Line

Websites:
http://www.tokyu.co.jp/railway/railw...t/pr/13go.html (Connection with Fukutoshin Line)
http://www.tokyu.co.jp/railway/railw.../sby_ykhm.html (Capacity improvements)
Construction start: April 2002
Construction end: 2012

Benefits:

• Improved regional access between Saitama and Kanagawa Prefectures
• Improved access between Yokohama and Central Tōkyō (Shinjuku, Ikebukuro) for Tōyoko Line passengers via the Fukutoshin Line
• Increased capacity on limited-stop trains

Source: Tōkyū

This project will connect the Tōkyū Tōyoko Line with the Tōkyō Metro Fukutoshin Line, which began service June 14, 2008, by undergrouding the 1.4 km-section of the Tōyoko Line between Daikanyama and Shibuya Stations and connecting it with the existing underground platforms for the Fukutoshin Line underneath Meiji-dōri. The Fukutoshin Line platforms at Shibuya Station currently consist of two island platforms, with four tracks--the inner two tracks, currently not in use, are for the Tōyoko Line. Currently, the Tōyoko Line enters Shibuya Station via elevated structure.


Source: Tōkyū
Green is the existing Tōyoko Line route. Red is the new Tōyoko Line route, which will follow the existing elevated right-of-way but underground, before turning off to Meiji-dōri to connect with the Fukutoshin Line, shown in orange.


Source: Tōkyū
Section view of new tunnel segment between Daikanyama and Shibuya


Source: Wikipedia
The inner two tracks at the Fukutoshin Line’s Shibuya Station terminal will connect with the new underground segment of the Tōyoko Line. Currently, parts of the tracks are covered to provide a walkway connecting the Fukutoshin Line platforms outside the frame of the image to the left and right.

Video:

Source: VVVF2100 on YouTube
Cab view from Naka-Meguro to Shibuya Station. The video is two years old and the quality isn’t that great, but you can see some of the construction activity going on around Daikanyama Station.

The Fukutoshin Line currently operates through-services with the Seibu Ikebukuro Line (via Kotake Mukaihara Station) and Tōbu Tōjō Line (via Wakōshi Station), while the Tōyoko Line operates through-services with the Yokohama Rapid Railway Minato Mirai Line and Tōkyō Metro Hibiya Line. Preliminary operating plans after completion of the project call for at least some through-services across all operators (Yokohama Rapid Railway Minato Mirai Line <=> Tōkyū Tōyoko Line <=> Tōkyō Metro Fukutoshin Line <=> Seibu Ikebukuro Line / Tōbu Tōjō Line). In addition, some Tōyoko Line trains would continue to terminate at Shibuya Station, and others would terminate at Shinjuku Sanchōme Station on the Fukutoshin Line, which was specifically constructed with a siding track towards Higashi-Shinjuku Station for Tōyoko Line trains.

As part of the project, Tōkyū plans to allow for at least some 10-car trains on limited-stop services (special express, commuter special express, and express trains), which requires extending platforms at stations between Daikanyama and Yokohama Stations where these services stop. Currently, these services run with 8-car trains due to platform constraints. Ten-car trains would match current trains on the Seibu Ikebukuro Line and Tōbu Tōjō Line. Tōkyū would continue to run Tōyoko Line local services as 8-car trains. The Fukutoshin Line also currently runs 8-car trains on it’s local services using Tōkyō Metro 7000 series rolling stock, which could then be used for through-service local trains onto the Tōyoko Line.


Source: Tōkyū
Rendering of extended platforms at Naka-Meguro to accommodate 10-car trains. The inbound island will also be widened to alleviate platform congestion. Platforms will also be extended at Gakugei Daigaku and Jiyūgaoka Stations.

Once complete, operations on the extended length of the line will cover five different operators (Seibu, Tōbu, Tōkyō Metro, Tōkyū, and Yokohama Rapid Railway) and six lines (Seibu Ikebukuro Line, Tōbu Tōjō Line, Tōkyō Metro Fukutoshin Line, Tōkyō Metro Hibiya Line, Tōkyū Tōyoko Line, and Yokohama Rapid Railway Minato Mirai Line).

Related projects:

• Sōtetsu has proposed through-services (scheduled start in 2019) with JR East (via Shōnan-Shinjuku Line) and Tōkyū (via either the Tōyoko Line or Meguro Line), connecting its network in Kanagawa Prefecture (currently serving Yokohama and its suburbs) directly with Central Tōkyō.
• As a result of bringing the Tōyoko Line underground at Shibuya Station, the space taken up by the existing elevated structure will allow JR East to move the Saikyō Line and Shōnan-Shinjuku Line platforms closer to the Yamanote Line platforms, improving transfers between the two.

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Tōhoku Line – Tōkaidō Line connection

Websites:
http://www.jreast.co.jp/press/2001_2...310/index.html (Original JR press release of proposal)
http://www.jreast.co.jp/press/2007_2/20080318.pdf (JR press release announcing start of construction)
Construction start: March 2008
Construction end: 2013

Benefits:

• Reduced congestion on the Keihin-Tōhoku Line and Yamanote Line
• Elimination of transfers and improved travel times for passengers
• Improved north-south regional access in Greater Tōkyō

Source: JR East, Hobidas
The red segment represents the new connection between Ueno and Tōkyō Stations. The lime green is the Yamanote Line, the aqua blue is the Keihin-Tōhoku Line, the dark green is the Tōhoku Line, the dark blue is the Jōban Line, and the orange is the Tōkaidō Line.


Source: JR East, Hobidas
For the track layout at top, the red track segments represent new track, the yellow and block dotted segments are existing track to be removed. The green track is the Tōhoku Shinkansen.

Currently, the terminal for Tōhoku Line (Utsunomiya Line and Takasaki Line) and Jōban Line trains is Ueno Station. Many of these passengers eventually transfer at Ueno Station to reach their final destination. During the morning commute period, this has led to severe overcrowding on Yamanote Line and Keihin-Tōhoku Line trains heading southbound from Ueno. The most recent surveys in 2006 observed loading of 216% and 213%, respectively, on these trains running on the segment between Ueno and Okachimachi Stations during the morning rush, making them the #1 and #2 most congested segments in the Tōkyō area.

This project would construct 1.3 km of new elevated structure and improve 2.5 km of existing track and right-of-way to extend Tōhoku Line and Jōban Line trains to a new terminal at Tōkyō Station. At Tōkyō Station, some trains would run through-service with the Tōkaidō Line, creating an additional north-south regional link along the east side of Central Tōkyō (Shinagawa, Tōkyō, Akihabara, Ueno) similar to the Shōnan-Shinjuku Line along the west side of Central Tōkyō (Ōsaki, Shibuya, Shinjuku, Ikebukuro). Due to cost concerns and low ridership projections, the new station at Akihabara which was originally proposed has been removed from the project (Keihin-Tōhoku Line trains already stop at Akihabara Station). As a result, there will be no intermediate stations between Ueno and Tōkyō.

When originally proposed, loading on the Yamanote Line and Keihin-Tōhoku Line between Ueno and Okachimachi during the morning rush was 230%, and it was estimated that the project would reduce this down to below 180%. Since the actual loading has since dropped, the estimated loading after completion of the project is expected to be even lower. Besides reducing congestion on the Ueno – Okachimachi segment, the new connection will allow for a limited-stop counterpart to the Keihin-Tōhoku Line, which currently operates partially as a local service on both the Tōkaidō Line and Tōhoku Line.

Reduction in travel times will be substantial for trips spanning the new connection:

• Yokohama to Ueno: 44min => 35min
• Ōmiya to Shinagawa: 56min => 45min
• Tōkyō to Mito: 86min => 77min

Ironically, the connection originally existed and Tōhoku Line services used it up until 1973, but portions were removed to construct the Tōhoku Shinkansen. The project would improve the remaining portions of track (currently used to store trains or for train movements) and construct a new elevated structure on the Kanda – Akihabara segment above the existing Tōhoku Shinkansen elevated structure. JR East had initially proposed the project in March 2002 and expected to finish in 2009. There have been some delays in the environmental assessment, and the project itself has faced some opposition from residents in Kanda who are concerned about shadows and structural integrity. Construction finally began in March 2008, with estimated completion in 2013. The estimated ¥40 billion cost of the project will be borne entirely by JR East.

Videos:
http://www.youtube.com/watch?v=1jxa06q5c8I Source: soniccer883 on YouTube
Cab view of Keihin-Tōhoku Line train running from Ueno to Akihabara. As the train approaches Okachimachi, you can see on the left some of the existing Tōhoku Line track past Ueno being used to store a Tōhoku Line train. As the train approaches Akihabara, closest on the left is a Jōban Line train and next to that a Tōhoku Line train on standby.

http://www.youtube.com/watch?v=azNcGS47d2E Source: soniccer883 on YouTube
Continuation of the previous video, from Akihabara to Tōkyō. Approaching Kanda, you can see the existing Tōhoku Shinkansen elevated structure immediately on the left. After completion of the project, there will be an additional level above for Tōhoku Line and Jōban Line trains. Beyond Kanda, the Shinkansen tracks veer away slightly, leaving a gap where the new connection will lower down to join the existing track. You can see some construction workers performing work here. Approaching Tōkyō, to the left is a Tōkaidō Line train waiting on the storage tracks. Currently, there are only two island platforms (four tracks) for the Tōkaidō Line at Tōkyō Station. Given the train frequencies on both ends of the connection and the lack of capacity to hold trains in between, it’s likely a substantial number of trains will operate through-service.

However, there are several technical issues which the new connection presents:

• The ramps leading up to the new elevated structure above the Tōhoku Shinkansen tracks would be fairly steep and some existing trains (e.g., 211 series) would be unable to make the climb and would need to be replaced with newer stock.
• The Jōban Line north of Toride uses 20kV AC (between Ueno and Toride Stations, the line is 1,500 V DC), while the Tōkaidō Line uses 1,500 V DC. This means existing Tōkaidō Line stock cannot run through-services with the Jōban Line past Toride as is, although existing Jōban Line stock such as the E501 and E531 series are already dual current and would be able to be able to run through-services without problems. However, running these trains on through-services would likely require building additional units to supplement the fleet.
• In its original form, the connection was part of the Tōhoku Line, and as such, the platforms and tracks are primarily aligned to serve Tōhoku Line trains. At Ueno, the Jōban Line platforms are aligned off to the side slightly, meaning that inbound Jōban Line trains (bound for Tōkyō and Shinagawa) attempting to use the new connection must cross the new outbound tracks for the connection. This will severely limit the number of Tōhoku Line trains that can use the new connection, and given that Tōkyō Station has limited capacity as a terminal station, it is likely we will see at least some trains continue to use Ueno as a terminal. However, the final operating plan, including the ratio of Tōhoku Line trains versus Jōban Line trains running through-services, remains to be determined. The fact that there are existing Tōhoku Line – Tōkaidō Line through-services via the Shōnan-Shinjuku Line may give the Jōban Line an advantage.
• Some existing stock on the Jōban Line (specifically the E231 series used on short-distance rapid services) do not operate with green cars (first-class cars). In order to match trains on the Tōkaidō Line and Tōhoku Line, these trains must be outfitted with two green cars each, as has already been done on the E531 series used on mid-distance rapid services.

Related projects:

• The proposed Sōtetsu – JR through-services could make use of the new connection, either in addition to or instead of the Shōnan-Shinjuku Line.