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Old March 27th, 2011, 06:52 AM   #2361
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JICA: Earthquake, tsunami will have no effect on funding for Kolkata Metro
http://timesofindia.indiatimes.com/c...ow/7783692.cms

Quote:
KOLKATA: Amid the uncertainty over funds for Kolkata's East-West Metro from Tsunami-hit Japan, the Japan Internation Cooperation Agency (JICA) on Thursday dispelled all doubts over this showpiece project of the city. However, the technical difficulties have caused a time-overrun for construction of its underground stretch that would run below the Hooghly river bed.

Yuichiro Sano of JICA's India office said, "The recent disaster in Japan does not affect the fund-flow for any ongoing project, including the Kolkata East-West Metro. Out of committed amount of JPY (Japanese Yen) 29,839 million (approximately Rs 1,649 crore), JPY 6,101 million (approximately Rs 337 crore) has been disbursed till now." The project cost is Rs 5,165 crore.

However, the project has been facing some technical problems for which the under river tunnelling work will get delayed. Confirming this, Kolkata Metro Rail Corporation (KMRC) managing director R P S Kahalon said, "Because of some technical problems, the under-river tunneling work will start in September." It was supposed to start early this year.

JICA is keeping a close watch on the work progress. "JICA's disbursement has been and continues to be made against construction progress made by KMRC,"said Sano.

A major stretch, 8km, of the 13.77-km Howrah Maidan-Salt Lake Sector V corridor will be underground. The nightmarish experience during the north-south corridor works would not recur due to the tunnel boring method. The boring machine would be re-assembled at Howrah. Vehicular traffic would not be disturbed, said a senior KMRC official.

However, Indian Railways is going to be the biggest stake-holder of the East-West Metro project, with both the Union urban development (UD) ministry and the West Bengal government handing over their 25% and 30% stakes, respectively, to the railway. Rest of the 45% stake is being held by the funding agency, Japan International Cooperation Agency (JICA).

This change of guard of the East-West Metro is also a fulfilment of a dream of railway minister Mamata Banerjee, who has announced Kolkata Metro as a new railway zone. "Now East-West Metro will be an integral part of the metro- network across the city. It will have an interface with two major railway terminals Howrah and Sealdah and also with North-South Metro at Central station," said a railway official.

The KMRC was facing stiff resistance at two places in the eastern part of the city, where the elevated track is being constructed. It also faced problem with railways in starting underground work at the two terminals stations. "It became more of a political battle than an administrative one. The stalemate was only harming the project. The cost-overrun because of the time overrun, would have to be borne by the KMRC only. So the change of guard was necessary," said a senior transport department officer.
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Old March 27th, 2011, 06:53 AM   #2362
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Hitachi Chemical devising alternative solutions to carbon brush dilemma
http://www.nikkei.com/tech/news/arti...EBE2E2E2E2E2E2

Quote:
Hitachi Chemical will restart production of carbon material used in the carbon brushes found in motors (such as those for railcars) at its Yamazaki Works (Hitachi City, Ibaraki Prefecture) in early April. Hitachi Chemical has about a 50-percent market share for the material domestically, but the plant halted production as a result of the earthquake. With a lack of sufficient stock, JR West and other clients will already decrease the number of trains in service starting in April.

Hitachi Chemical produces the carbon at its Yamazaki Works, which is then adapted into brushes at one of its subsidiaries, Namie Hitachi Chemical Industries (Namie Town, Fukushima Prefecture). However, Namie Hitachi Chemical is within the no-entry zone established around the Fukushima No. 1 nuclear power plant, and there is no word on when the operations at the factory can be restarted.

Hitachi Chemical has begun considering subcontracting the brush production to other companies. However, several of the processes in brush production, including firing, take time, and it normally takes three to four months to produce the material and another one to two months to adapt them to brushes. Even if subcontracting out production works well, Hitachi Chemical says, “It may take more than half a year to get production levels back to normal.”
To deal with the problem, JR West has already announced service cuts during the midday period on its lines:
Source: JR West

Keihanshin (Ōsaka – Kōbe – Kyōto) area percent of normally scheduled service
100% = no cuts
Code:
                      Morning             All-Day
Line                 Rush Hour   Daytime (average)
====                 =========   ======  =========
Biwako Line /          100%       100%     100%
  JR Kyōto Line /
  JR Kōbe Line
JR Takarazuka Line     100%       100%     100%
Gakken Toshi Line /    100%       100%     100%
  JR Tōzai Line
Ōsaka Loop Line        100%        80%      95%
Hanwa Line / Kansai    100%       100%     100% 
  Airport Line
Yamatoji Line          100%        65%      90%
Ōsaka Higashi Line     100%        55%      85%
Kosei Line             100%        75%      90%
Sagano Line            100%        55%      85%
Nara Line              100%        65%      85%
In other words, they’re retaining normal service on their main radial lines, but reducing daytime service slightly on the Ōsaka Loop Line and substantially on their smaller lines. Lines operated by the smaller branch offices (Kanazawa, Wakayama, Fukuchiyama, Okayama, and Hiroshima) are also seeing service cuts similar to the smaller lines in the Keihanshin area.

JR East has also now said that it may cut service starting in May if they cannot find replacement components. TBS news report (2011.02.23):

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Old March 27th, 2011, 06:54 AM   #2363
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SUGOCA breaks 500,000 cards in circulation
http://www.nikkei.com/news/local/art...F2F2F2F2F2F2F2

Quote:
On March 24, Kyūshū Railway Company (JR Kyūshū) announced that circulation of its SUGOCA IC farecard had surpassed 500,000 cards. The milestone comes about two months and one year after the rollout of the service, and JR Kyūshū spokespersons say progress is proceeding “according to plan.”

SUGOCA can be used for electronic money payment at approx. 9,150 stores including 7-11 convenience stores and tenants inside the new Hakata Station tenant building, JR Hakata City. The card is also interoperable with Nishi-Nippon Railroad’s nimoca IC farecard and West Japan Railway Company’s (JR West) ICOCA farecard. The card’s electronic money functionality is accepted at a total of approx. 112,000 stores.
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Old March 27th, 2011, 06:56 AM   #2364
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Nankai Namba Station alignment likely to be selected for Naniwasuji Line
http://www.nikkei.com/news/local/art...F2F2F2F2F2F2F2

Quote:
On March 24, the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) presented ridership projections and investment benefits for several alternatives for the new Naniwasuji Line, targeted as a means of improving access from central Ōsaka City to Kansai International Airport (KIX). The data is a prerequisite for construction of the new rail line. Based on the numerical results, the alignment connecting into Nankai Namba Station is the superior alternative and will likely be selected. However, the difference in enthusiasm over construction of the new line among various officials and stakeholders is still very clear, and it’s expected that there will be some complications along the way to realizing the project.

The MLIT’s Kinki Transport Bureau held a conference in Ōsaka City on March 24. The study envisioned approx. 140,000 to 210,000 daily passengers for the line, while cost and revenue analyses for the line based on current conditions indicated that it could pay back all costs and begin earning revenue in as little as 24 years. The benefit-cost ratio for the various alignments ranged from 0.76 to 1.80, with one alternative showing a benefit-cost ratio greater than 1.00, indicating a financially-viable project.

The operation of the Naniwasuji Line will be handled by West Japan Railway Company (JR West) and Nankai Electric Railway. For JR West, the line will connect with JR Namba Station, but for Nankai Electric Railway, there have been discussions regarding two alignments—one to Namba Station, and one to Shiomibashi Station. The connecting station was a critical point of the debate, but the benefit-cost ratios and ridership presented on March 24 indicate that a connection into Nankai Namba Station is a far superior alignment, and it’s likely that the discussion regarding which alignment to construct has been settled.

However, some of stakeholders in the project are less than enthusiastic about the proposal for the new line, and consensus to construct the project is insufficient. For Nankai Electric Railway, Nankai president Watari Shinji showed his eagerness for the project: “If we are going to build a new line, we want to take it all the way to the Umeda area.” Meanwhile, spokespersons for JR West are less enthusiastic: “We can improve the transport conditions already with only the project to underground the JR Tōkaidō Branch Line (which the national government and Ōsaka City are aiming for completion at the end of FY2019).” Railway operators are also concerned that they will be asked to help fund the costs of the project.

In addition, local jurisdictions have differing takes on the project. For Umeda City, one top official said there is some fear that a Naniwasuji Line, running parallel between Umeda and Namba Stations, “could steal passengers from the Midōsuji Line and Yotsubashi Line.” As for Ōsaka Prefecture, Ōsaka Governor Hashimoto Tōru is championing a high-speed rail proposal to connect central Ōsaka City with KIX via maglev, and at the March 24 conference on the Naniwasuji Line, Ōsaka Prefecture officials are reported to have said that they want a “comparative study with the maglev (compared to the Naniwasuji Line).”

In its FY2011 budget, the MLIT is continuing to include the costs of studies for the Naniwasuji Line. Starting in April, the MLIT plans to assemble stakeholders’ opinions on the project and work towards negotiations, but it’s likely that resolving the multitude of attitudes towards the project will be difficult.

One of the goals of the Naniwasuji Line is in improving the transport convenience between central Ōsaka City and KIX, which is aiming to become an international hub airport. However, KIX is coming face-to-face with a struggling economy and fierce international competition, and JR West decreased service on its KIX limited express Haruka starting in March. Without more promotion to expand use of KIX as an all-Kansai airport, the perceived need to build the Naniwasuji Line could diminish.
The Naniwasuji Line would reduce travel time between the Umeda area and KIX by as much as 27 minutes to 41 minutes. According to the MLIT report, the Nankai Namba Station alignment has a benefit-cost ratio of 1.03, while the Nankai Shiomibashi Station alignment has a benefit-cost ratio of 1.03. Daily ridership would be between 150,000 and 210,000 for the Namba Station alignment, and between 140,000 and 180,000 passengers for the Shiomibashi Station alignment. The Namba Station alignment would cost between ¥190 billion and ¥320 billion, while the Shiomibashi Station would cost an additional ¥70 billion since it would be longer.
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Old March 27th, 2011, 06:57 AM   #2365
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Hankyū 6300 series KyōTrain debuts: Part 1

Hankyū Corporation has finished renovating one of their 6300 series trains into a new sightseeing train designed to target visitors heading to / from Kyōto. The new train is called the KyōTrain and is designed with an exterior and interior furnishings reminiscent of Kyōto (see here for original article). The new train debuted in service on 2011.03.19.

Some pictures (2011.03.19):
Source: http://blog.livedoor.jp/yoo_sa/

Arrival at Awaji at 17:16 on the return trip to Umeda from Arashiyama.





Moving to the interior, Cars 3 and 4.
Box-style seating featuring wood, tatami (bamboo mats), and washi (Japanese paper). The partitions above the headrests are designed to look like shōji (paper doors).



Door areas are designed to look like lattice-frame entrances to traditional Kyōto houses.



They clearly put a lot of effort into the door area as well, as the laminates used are different from the ones typically found on Hankyū trains, with richer colors. They also redid the lighting to suit the rest of the interior quite successfully.





The seats are designed like zabuton (Japanese seat cushion) on top of tatami mats.



Deck area has pamphlets in various languages, as well as washi artwork by a local Kyōto-based artist.



Cars 1, 2, 5, and 6 did not receive as comprehensive a redesign as Cars 3 and 4. The original 2+2 (non-box) seating was retained, but they changed the moquettes and a few other elements.
Cars 1 and 2 feature red moquettes, representing orchid blooms.



Cars 5 and 6 feature green moquettes, representing hemp leaves. The standard color for Hankyū seat moquettes is green, but like the laminates for the door leaves and car walls, these moquettes are different from the ones found on other Hankyū trains.



Typical deck area in Cars 1, 2, 5, and 6.



Overall, absolutely gorgeous… They did a hell of a job, and amazing to think that there’s no extra fare for this train. If only they had the money to do the entire train like the middle two cars.
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Old March 27th, 2011, 06:58 AM   #2366
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Hankyū 6300 series KyōTrain debuts: Part 2

Next, a few snaps of the exterior and some other shots of the interior from a special pre-debut open house for Hankyū Club members (2011.03.13). Just like the interior, they did some nice work on the paint job.
Source: http://blogs.yahoo.co.jp/jrwest223_trance_airplane/



Car 1 interior





Car 3 interior





Kyōto fan



Short video tour inside the train:


Source: pikarail on YouTube
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Old March 27th, 2011, 06:58 AM   #2367
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Nagoya Municipal Subway Sakura-dōri Line extension pre-opening tour: Part 1

One week before the opening of the four-station extension of the Nagoya Municipal Subway Sakura-dōri Line on 2011.03.27, the Nagoya City Transportation Bureau did some pre-opening open houses on 2011.03.20 at the new stations for residents living in the respective neighborhoods. Between 10:00 am 22:00 pm, a total of 48 free train trips were operated between Naruko-Kita and Tokushige.

First up is Naruko-Kita Station:
Source: http://departure2011.blog91.fc2.com/

Arrival at the new Naruko-Kita Station a little after 10:00 am.
The West Exit (Exit 2) of the station is directly connected to the bus terminal. The name on the station is still covered in blue sheets.



From beneath the apartment building, looking at Nonami Bus Yard to the east. Parts of this yard will become the new bus terminal for the station.



Entering the station…



Concourse level.
Since the open house was an entirely free event, all the faregates were disabled and the departure boards were all signed as either 試運転 (“testing”) or “out of service”.



Interesting design… Can’t recall seeing a single-gate array anywhere in a major city subway in Japan.



Exit 1 is a bit further away down the main road (Tōkai-dōri) and not at the main intersection (Nonami Shako-mae). It’s also not the closest to the bus terminal, so having just one faregate at this end might not be a problem.



Platforms on the new extension are pretty standardized and quite narrow in comparison to what you typically see, but given the limited ridership and the platform doors, it shouldn’t be a problem. It’s clear that they were trying to keep costs down, as Nagoya Municipal Subway has amassed quite a bit of debt over the years after expanding their system. They’ve decided to put a freeze on additional extensions after the opening of the four new stations.

Each of the new stations has a unique color—Naruko-Kita is green.



Inbound (for Nakamura Kuyakusho) train arrives. It would appear that they weren’t running shuttle services, but actually in-service trains that were simply extended out to Tokushige.



At 10:15 am, a Tokushige-bound train arrives.



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Old March 27th, 2011, 07:00 AM   #2368
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Nagoya Municipal Subway Sakura-dōri Line extension pre-opening tour: Part 2

Next, we skip the two new intermediate stations to Tokushige Station:
Source: http://departure2011.blog91.fc2.com/

Station concourse.
As the new terminal station and the closest station to the new Hills Walk / Tokushige Gardens shopping mall and the new Yumeria Tokushige (Midori Ward branch office building with public library, etc.), they made the concourse at Tokushige Station a little bit larger and nicer.



Again, directional signage is still covered.



Exit 1



Transit plaza, which contains a small municipal bus terminal. At the time of these photos, they were still doing the last finishes on the plaza. In the distance is the entrance to Hill’s Walk, while up above us is the Hill’s Walk parking garage.



Better view of the south side of the station, from the Tokushige intersection looking west. Closer to us is Hill’s Walk, while in the distance are Exit 1 of the station and Yumeria Tokushige.



South of the station on the opposite side of Tōkai-dōri is Kaname-ike Park.



View of the station / mall area in May 2006, when work first began. Wasn’t much then, but areas along the new Sakura-dōri Line extension were some of the few to show positive growth in land value. The north side of the station is also now converted to a new yard for the Sakura-dōri Line (Tokushige Car Yard).



Color for Tokushige Station is pink.

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Old March 27th, 2011, 07:00 AM   #2369
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Nagoya Municipal Subway Sakura-dōri Line extension pre-opening tour: Part 3

Next, are Kamisawa Station and Aioiyama Station:
Source: http://departure2011.blog91.fc2.com/

First is Kamisawa. Station color is brown.
This station is surrounded by prefectural public housing on the north side.



The wall panels don’t even go all the way down, perhaps another cost-cutting measure. On the other hand, you typically won’t see the bottom half of the wall behind the platform door or when inside the train, anyways.



Concourse level



Last is Aioiyama Station. Station color is blue.





Rising to the surface…



All the stations are variations of simple boxes, with two exits.



Faregate entrance



Exit 2, which opens onto the south side of Tōkai-dōri, is closer to the faregates.



Exit 1 leads further west and opens onto the north side of Tōkai-dōri.



Apparently, the line is somewhat deep, and the section between Aioiyama and Kamisawa is actually split tunnels. Exit 1 is to the right, while Exit 2 is in the distance.



On the north side of the station, onions.
Does this qualify as “urban farming”?



South side of the station, where there is at least some small work on a residential building.

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Old March 27th, 2011, 07:01 AM   #2370
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Nagoya Municipal Subway Sakura-dōri Line extension pre-opening tour: Part 4

Another set, at Tokushige Station:
Source: http://k3001v-max.blog.enjoy.jp/blog/

Advertisement for the new extension



Inbound journey from Tokushige Station to Nagoya Station is 35 minutes.



manaca TVMs



Approx. 6,300 people visited the open-house event, and some trains became fairly crowded.



New municipal bus and subway maps, as well as the latest issue of the subway’s news pamphlet.

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Old March 27th, 2011, 07:02 AM   #2371
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Meitetsu 6750 series retired

Last run for the Meitetsu 6750 series was held on 2011.03.19. These were commuter EMUs for the Meitetsu Seto Line, first manufactured starting in 1986. There were two orders, the first consisting of two 2-car trains built in 1986 and the second consisting of five 4-car trains built in 1990. Last run for the second-order units was on 2011.02.20, but the first-order units persisted a bit longer until 2011.03.19. These were the last trains with nose-suspension drives anywhere on the Meitetsu network, as well as anywhere among Japan’s major private railways (excepting the Kintetsu 260 series for the super-narrow gauge Utsube Line / Hachiōji Line).

Views of the first-order units in regular service between Yada and Moriyama Jieitai-mae:


Source: ayokoi on YouTube

Last run (2011.03.19), between Inba and Ōmori–Kinjō Gakuin-mae:


Source: tfuru70281 on YouTube

Last run of the second order units (2011.02.20) at Owari Asahi Station:


Source: kouiso on YouTube

Inside a running train between Morishita and Amagasaka:


Source: kyukoginga0610 on YouTube
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Old March 27th, 2011, 07:02 AM   #2372
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Sendai Municipal Subway Namboku Line to fully open by end of May
http://www.kahoku.co.jp/news/2011/03/20110325t13048.htm

Quote:
On March 24, the Sendai City Transportation Bureau revealed that it plans to begin works to restore service on the Dainohara – Izumi Chūō section of the Municipal Subway Namboku Line, where service is currently suspended as a result of the Great East Japan Earthquake, in early April. The Transportation Bureau aims to restore service along the full length of the line between Tomizawa and Izumi Chūō Stations by the end of May.

According to the Transportation Bureau, the damage was mostly concentrated on approx. 1 km on the surface section of the line around Yaotome Station (Izumi Ward, Sendai City). Approx. 50 viaduct columns and six locations supporting viaduct beams suffered severe damage, while bolts fixing the bases of all 46 steel columns supporting the canopy at Yaotome Station were severed or bent.

Seismographs at Yaotome Station recorded an acceleration (which indicates the strength of the instantaneous movement caused by the earthquake) of 1,149.9 gals, surpassing the 818 gals observed in the Great Hanshin (Kōbe) Earthquake. At Tomizawa Station (Taihaku Ward), the acceleration was 389.6 gals—a third of what was observed at Yaotome Station. This difference between the north and south ends of the line directly resulted in the damage, or lack of it, on parts of the line.

In regards to the extension of the service on the free buses operating as a replacement for the Dainohara – Izumi Chūō section of the line past 8:00 pm, the Transportation Bureau says that there are issues with securing enough bus operators and fuel, indicating that it believes it would be difficult to currently implement the change. The Transportation Bureau also said that reopening stations north of Dainohara Station one at a time and gradually re-opening service on this section would be difficult from a facilities standpoint.

In terms of stations, Yaotome Station appears to have suffered the most. In addition to the shear failures in the bolts supporting the canopy, there was some minor damage from directional signage falling from the ceiling and platform tiles near joints chipping off.


Source: The Kahoku Shimpō

More pictures:
Source: Sendai City Transportation Bureau

No structural collapse, but damage to columns and joint sections supporting the viaduct.
Nanakita Kōen (Nanakita Park) Viaduct between Izumi Chūō and Yaotome Station:



Damage to a bridge column (same section):



The anchor bolts at the bases of the steel columns (H-sections) supporting the canopy at Yaotome Station suffered major damage. At 17 of the columns, the bolts suffered shear failure, while at 29 of the columns, the bolts suffered flexural failure. For the 17 where shear failure was observed, they have already taken emergency measures to prevent parts of the canopy structure from collapsing.

Temporary bracing (left) and bolt failures (right):

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Old March 27th, 2011, 07:03 AM   #2373
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SAPICA launches electronic money service
http://www.hokkaido-np.co.jp/news/sapporo/279266.html

Quote:
Starting March 18, Sapporo City will begin electronic money service for the SAPICA IC farecard. The service is currently only accepted at the Genki Café on the first-floor of City Hall, but city officials say they hope to now expand the affiliated store network.

The electronic money is provided by the Sapporo Information Network (SNET), which issues SAPICA cards. Regardless of whether or not a name is attached to the SAPICA card, passengers can use their cards for electronic payment at affiliated stores, identified by a special sticker. However, passengers cannot collect SAPICA Points, awarded when riding the subway, when making electronic money payments, and cannot use their SAPICA Points as electronic money.

In addition to expanding the network of affiliated stores, the city is considering introducing the service at counters at ward offices. Regarding the future schedule, there are many issues left to resolve before the service becomes popular, and a spokesperson for the city’s IT Promotion Section said, “Nothing specific has been decided, and we currently have no targets for the number of affiliated stores.”
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Old March 27th, 2011, 07:03 AM   #2374
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Tōbu Railway will restore original exterior of Asakusa Station Building
http://www.asahi.com/travel/rail/new...103020540.html

Quote:
On March 2, Tōbu Railway revealed a renovation plan for the Asakusa Station Building (Taitō Ward, Tōkyō), the terminal building that both serves as the terminal station for the Tōbu Isesaki Line and houses the Matsuya Asakusa department store. In coordination with the opening of the Tōkyō Sky Tree next spring, the renovation will recreate the retro look of the building from before 1980, with arch-shaped windows.

According to Tōbu Railway, the station building opened in 1932 (Shōwa 6) as a seven-story building with a joint department store, a rare combination at the time. The terminal station had been relocated to Asakusa from Narihirabashi, and the scene of trains crossing the Sumida River and slipping in and out of the second-floor platforms was popular, becoming a new landmark. In a 1974 renovation, the building’s original exterior was replaced with aluminum cladding, an exterior that remains to this day.

In this latest renovation, the railway will remove the aluminum cladding added in 1974, returning the building’s exterior to the Art Deco architectural style viewed as modern when the building was first built. On the east side of the building, 17 arch-shaped windows will make an appearance, and the three large clocks (1.5 m diam.) on the roof of the building will be recreated.

In concert with seismic retrofit work, the railway will construct a new waiting room on the second-floor concourse and relocate the tourist center for foreign visitors. During the renovation, both Matsuya and the Tōbu Line will remain open as usual.

A spokesperson for Tōbu Railway says, “We want to increase the convenience of the station as the gateway to the Sky Tree and the Nikkō / Kinugawa area (Tochigi Prefecture).”
Render:
Source: Tōbu Railway



Current building exterior:


Source: Asahi Shimbun

Original building exterior:


Source: Asahi Shimbun

Tōbu trains crossing the Sumida River during the spring, from Azumabashi (2010):


Source: tsu1112k on YouTube
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Old March 27th, 2011, 07:04 AM   #2375
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Toden 7500 series retired

The Toden 7500 series for the Arakawa Line was retired on 2011.03.13, phased out with the gradual introduction of the newer 8800 series trains. A total of 20 units were constructed, starting in 1962. Some videos:

Clips of units 7511 and 7512, which sported farewell headmarks, at Ōji Eki-mae and Ōtsuka. 7511 is painted in Hankai Tramway (Ōsaka) livery. Smaller tram operations in eastern and western Japan seem to do this livery-sharing scheme fairly often, as there was recently also a Randen (Kyōto) – Enoden (Kamakura) tie-up.


Source: karibajct on YouTube

More clips from the last days of regular service.


Source: ayokoi on YouTube
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Old March 27th, 2011, 07:05 AM   #2376
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Keiō 6000 series retired

Just another in a long list of rolling stock that was retired two weeks ago. First manufactured in 1972, these were Keiō Electric Railway’s first 20 m, four-door commuter EMUs. To deal with overcrowding during the morning rush hour, an additional order of 20 cars, each with five doors instead of four doors per side, were built in 1991.

On 2011.01.31, 6000 series units were removed from service on the Keibajō (Horsetrack) Line, but remained in service on the Dōbutsuen Line serving Tama Zoological Park until 2011.03.13.

Some videos:

Clips of five-door cars on the Dōbutsuen Line (2011.03.06):


Source: karibajct on YouTube

During snowy weather (2011.02.12):


Source: karibajct on YouTube

Tour of the cars on the Dōbutsuen Line during a special event (2011.02.27):


Source: noritetsu on YouTube
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Old March 30th, 2011, 09:04 AM   #2377
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Nagoya Municipal Subway Sakura-dōri Line extension opens: Part 1

Four-station extension of the Sakura-dōri Line opened 2011.03.27. The last extension of the Nagoya Municipal Subway was the Meijō Line between Nagoya University and Aratamabashi in 2004.

In the past, a trip from the Tokushige area to Nagoya Station took about 50 minutes and involved both a bus and subway segment, but the new subway extension has decreased that to 35 minutes. Construction cost was ¥67 billion yen for the 4.2 km extension. Groundbreaking was in 2006. Forecasted total daily entries and exits at the four stations is 18,900, and subway system-wide daily ridership is forecasted to increase by 10,000.

Window view from Nonami to Tokushige:


Source: ta2395 on YouTube

LCD information screens, from Nonami to Tokushige.
Lots of ads for manaca, which debuted only two weeks before the opening.


Source: tekito12345 on YouTube
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Old March 30th, 2011, 09:05 AM   #2378
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Sneak peek at Tōkyū 4000 series

The new Tōkyū 4000 series made an unexpected appearance on 2011.03.29 as on set was being hauled out of Tōkyū Car Company’s plant in Yokohama. Given that there are ten cars in this first consist, it’s likely these will be the new trains to enter service on the Tōyoko Line when through-servicing with the Tōkyō Metro Fukutoshin Line begins next year. Currently, the Tōyoko Line operates with maximum 8-car trains, but platforms at major stations are being expanded to 10 carlengths to allow limited-stop trains to be increased to 10 cars.

The exterior is pretty much a Tōkyū 5050 series (these are the newest sets on the Tōyoko Line), but it’s entirely possible that they’ve fiddled with the guts of the train.

Some videos:

First, near Tōkyū’s plant, at Jinmuji Station on the Keikyū Zushi Line. Then at Zushi Station, and passing through central Yokohama.


Source: karibajct on YouTube

At Hachiōji Station:


Source: azusaline183 on YouTube
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Old March 30th, 2011, 09:05 AM   #2379
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Tōkyō Metro 16000 series

Some clips of the latest addition to the Tōkyō Metro fleet, for the Chiyoda Line.

Running sound from Kita-Senju to Ōtemachi (3:15 is the best part).
This series is the first all-new series in Tōkyō Metro (and Japan) to use permanent magnet synchronous motors (PMSMs), giving a very distinctive sound when accelerating and decelerating.


Source: HitachiTrain on YouTube

On a Tama Express run on the Odakyū Tama Line, from Shin-Yurigaoka to Karakida (2011.01.23):


Source: karibajct on YouTube

From Yoyogi Uehara to Yoyogi Kōen:


Source: mochihamochiyani on YouTube

Last edited by quashlo; March 30th, 2011 at 11:19 PM.
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Old March 31st, 2011, 10:16 AM   #2380
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I realized I had the wrong link for the first YouTube video in the 16000 series post. Should be fixed now.

Now, a small update on the repair work:

JR Senseki Line
Aoba-dōri – Kozuru Shinden section reopened 2011.03.28 at 5:00 am. This is the first JR line in the Sendai area to reopen. Kozuru Shinden – Higashi-Shiogama section should reopen mid-April, but no word yet on the remaining 33.km of the line from Higashi-Shiogama to Ishinomaki.

NHK video here:
http://www3.nhk.or.jp/news/html/2011...956781000.html

Pics at Sendai Station(2011.03.28):
Source: MSN Sankei News







Sendai Airport Transit
Train control center and mechanical room at Sendai Airport Station, as well as the 570 m long airport tunnel beneath the runways, were completely inundated by the tsunami. Also some damage to station facilities, and they expect a full reopening could take six months or more. As a result of the flooding in the control center, there was damage to devices tied into the train control system. Since the tunnel is inundated and filled with muck and debris, they also cannot ascertain the full scope of damage in that section, but they are slowly pumping out the water. At the time of the earthquake, there were three trains in operation, but all were stopped at either Sendai or Sendai Airport Stations, so there were no injuries to passengers. For the time being, they will operate a replacement bus service starting 2011.04.02, with 32 roundtrips between JR Natori and Mitazono Stations, and 2 roundtrips between Natori and Sendai Airport Stations.
http://www.kahoku.co.jp/news/2011/03/20110331t12030.htm
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