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Old April 22nd, 2011, 08:16 AM   #2461
quashlo
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Sendai – Ichinoseki section of the Tōhoku Main Line reopens

In another step towards the restoration of the commuter network around Sendai, the Sendai – Ichinoseki section of the Tōhoku Main Line reopened yesterday (2011.04.21). This was the last section to still remain closed, and the full length of the line from Tōkyō to Morioka is now reopened.

TBS news report (2011.04.21):

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Old April 22nd, 2011, 08:17 AM   #2462
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Tōkyō area limited expresses resume service

Service on critical limited expresses including the Narita Express and Skyliner was resumed some time ago, but some of the less important (?) limited express services have only recently been reinstated.

As mentioned earlier, Odakyū’s Romancecar service was reinstated on 2011.04.16. Here’s a few more clips on that piece of good news.

Odakyū 60000 series MSE returns to service (2011.04.16):


Source: 88masato on YouTube

More MSE action (2011.04.16):


Source: ISO8 on YouTube

Odakyū 60000 series VSE returns to service (2011.04.16). This one has some clips inside the lead car and a short cab view at the end showing the approach into Hakone Yumoto Station, including the cleaning ladies bowing as the train glides into the platform. Ridership levels look good, which would seem to be a good sign overall.


Source: 88masato on YouTube

For the Golden Week period starting 2011.04.29, Odakyū will run the Romancecar service at close to a regular schedule, with only some trains during the midday period canceled. The through-services with the Tōkyō Metro Chiyoda Line will also resume on the same day.

Keikyū’s Wing service, a special “home-liner” service similar to the TJ Liner on the Tōbu Tōjō Line, was reinstated on 2011.04.18. Some clips from 2011.04.19:


Source: karibajct on YouTube

Aside from a few exceptions including Keisei’s Cityliner service, I believe all private railway limited express and premium-fare services in the Tōkyō area have resumed service.
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Old April 22nd, 2011, 12:08 PM   #2463
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Quote:
Originally Posted by quashlo View Post


Source: 88masato on YouTube
I adore the way the driver gets in his cockpit! Thats cool
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Old April 22nd, 2011, 04:29 PM   #2464
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Quote:
Originally Posted by manrush View Post
Well, I looked at that network map you made, quashlo. I was suprised to see that the Asakusa subway line followed the entire alignment of Keikyu and some alignment of Keisei. Does that mean that the Asakusa Line can, in theory, be used as a through-service to areas in Kanagawa and Chiba?
Yes, you can do it if you have about 3 hours to kill.
Here are the details from the current Jikokuhyo (JTB Timetable book).
KEIKYU:
Misaki Guchi to Sengakuji (Asakusa subway sta.) - 66.9 km, 75 min.
ASAKUSA SUBWAY:
Sengakuji to Oshiage - 11.4 km, 23 min.
KEISEI:
Oshiage to Narita Airport Terminal 1 - 69.3 km, 79 min.
TOTAL: 147.6km (91.52 miles), 177 min. (2.95 hrs.)

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(I rode Boston's 1st PCC car, nicknamed the Queen Mary, from Newton Corner to Park St.)
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Old April 22nd, 2011, 04:54 PM   #2465
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Quote:
Originally Posted by quashlo View Post
[size=3][b] ... Aside from a few exceptions including Keisei’s Cityliner service, I believe all private railway limited express and premium-fare services in the Tōkyō area have resumed service.
Some exceptions impact people flying in and out of Narita. JR East continues their arrogant attitude toward some of their own people (Japanese). The NEX has cancelled ALL runs between 11AM and 5PM and Japanese living abroad can not buy the NEX-SUICA card special combination ticket - a good bargain only for foreign passport holders. I verified this info. yesterday by telephone to the JR East New York office.
Meanwhile, Keisei has only cancelled some Skyliner runs between those hours:
Ueno to Narita; 9 trains running, 3 trains cancelled
Narita to Ueno; 8 trains running, 4 trains cancelled.
The Keisei Skyliner is still the best way to get into Tokyo, in my opinion. And it is faster and cheaper than the JR East NEX. (Yes, I am not a big JR fan).
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Old April 25th, 2011, 08:47 PM   #2466
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Regarding the Asakusa Line through-service, that's probably the longest-distance itinerary in Japan if you are focusing solely on cross-company operations involving typical "subway" lines. However, it’s not as long as it used to be, as the through-services out of Narita Airport now use the shorter, more direct Narita Sky Access + Hokusō Line route. The through-services with the Keisei Main Line now terminate at Keisei Narita, just outside of the airport.

Other contenders in this category:

Tōkyū Den’en Toshi Line ↔ Tōkyō Metro Hanzōmon Line ↔ Tōbu Isesaki Line ↔ Tōbu Nikkō Line
Chūō Rinkan ↔ Shibuya ↔ Oshiage ↔ Tōbu Dōbutsu Kōen ↔ Minami-Kurihashi: 98.5 km

Tōkyū Den’en Toshi Line ↔ Tōkyō Metro Hanzōmon Line ↔ Tōbu Isesaki Line
Chūō Rinkan ↔ Shibuya ↔ Oshiage ↔ Kuki: 94.5 km

Of course, just limiting yourself to “subway”-only would be pretty boring, as there are other interesting long-distance through-service operations, such as all-private-railway routes:

San'yō Electric Railway Main Line ↔ Kōbe Rapid Railway Tōzai Line ↔ Hanshin Main Line
San'yō Himeji ↔ Nishidai ↔ Motomachi ↔ Umeda: 91.8 km

And then there is JR, which also has interesting urban / suburban / intercity (basically, a jack-of-all-trades) through-services which may not be cross-company but are probably the longest such routes anywhere in Japan:

Hokuriku Line ↔ Biwako Line ↔ Kyōto Line ↔ Kōbe Line ↔ San’yō Main Line ↔ Akō Line
Tsuruga ↔ Maibara ↔ Kyōto ↔ Ōsaka ↔ Himeji ↔ Banshū Akō: 275.5 km

Tōkaidō Line (perhaps not really a “through-service” as it’s all classified as a single line)
Hamamatsu ↔ Nagoya ↔ Maibara: 188.8 km

Shōnan-Shinjuku Line (Tōkaidō Line ↔ Yokosuka Line ↔ Yamanote Freight Line ↔ Tōhoku Freight Line ↔ Takasaki Line ↔ Ryōmō Line)
Odawara ↔ Ōfuna ↔ Ōsaki ↔ Ikebukuro ↔ Ōmiya ↔ Takasaki ↔ Maebashi: 202.5 km

Shōnan-Shinjuku Line (Yokosuka Line ↔ Yamanote Freight Line ↔ Tōhoku Freight Line ↔ Utsunomiya Line)
Zushi ↔ Ōfuna ↔ Ōsaki ↔ Ikebukuro ↔ Ōmiya ↔ Utsunomiya: 168.2 km
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Old April 27th, 2011, 11:19 AM   #2467
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How long will the Tokyu Toyoko Line/Fukutoshin Line through service be when it's complete?
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Old April 27th, 2011, 08:12 PM   #2468
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The through-services on the Tōbu Tōjō Line reach as far as Shinrin Kōen, which is the site of the Tōjō Line’s main yard. Through-services on the Seibu Ikebukuro Line reach as far as Hannō. We can also be fairly certain that there will be through-services all the way to Motomachi–Chūkagai on the Minato Mirai Line for a couple of reasons:
  • The Minato Mirai Line is basically operated as an extension of the Tōkyū Tōyoko Line anyways. Yes, the Hibiya Line through-service turns back at Hiyoshi, but I don’t believe the Hibiya Line through-service is as well-used as other through-services and certainly isn’t as well-used as the Fukutoshin Line one will likely be, given it will offer one-seat rides to Shibuya, Shinjuku, and Ikebukuro.
  • There is construction being done to extend platforms on the Minato Mirai Line, so it’s pretty clear they at least intend to run longer 10-car limited-stop trains out that far.
Given this, the total distance on the Tōbu and Seibu routes would be as follows:

Tōbu Tōjō Line ↔ Tōkyō Metro Fukutoshin Line ↔ Tōkyū Tōyoko Line ↔ Yokohama Rapid Railway Minato Mirai Line
Tōbu Tōjō Line (Shinrin Kōen ↔ Wakō-shi): 40.1 km
Tōkyō Metro Fukutoshin Line (Wakō-shi ↔ Shibuya): 20.2 km
Tōkyū Tōyoko Line (Shibuya ↔ Yokohama): 24.2 km
Yokohama Rapid Railway Minato Mirai Line (Yokohama ↔ Motomachi–Chūkagai): 4.1 km
TOTAL: 88.6 km

Seibu Ikebukuro Line ↔ Seibu Yūrakuchō Line ↔ Tōkyō Metro Fukutoshin Line ↔ Tōkyū Tōyoko Line ↔ Yokohama Rapid Railway Minato Mirai Line
Seibu Ikebukuro Line (Hannō ↔ Nerima): 37.7 km
Seibu Yūrakuchō Line (Nerima ↔ Kotake–Mukaihara): 2.6 km
Tōkyō Metro Fukutoshin Line (Kotake–Mukaihara ↔ Shibuya): 11.9 km
(the rest as above)
TOTAL: 80.5 km

So, not nearly as long as the Asakusa Lina or the Hanzōmon Line through-services, but still pretty impressive on its own. I suppose these will also be a bit unusual among through-services, as they only barely cut through the Yamanote Line loop. The typical subway through-service cuts the Yamanote Line loop in half, going out the other end at 180 degrees or close to that. These will be more like 90 degrees, only cutting out a sliver inside the loop.
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Old April 28th, 2011, 09:13 AM   #2469
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Thanks for clearing that up for me. I'm really excited for the opening of this service.

I was also wondering about through service on the Chiyoda line. Do any trains operate through on the Odakyu, Chiyoda and Joban Lines? When I used to live near Yoyogi-Uehara, I noticed most Joban line trains terminated here and did not run through on the Odakyu Line. I'm guessing the same would be true of Odakyu trains; they don't run through on Joban line. I also noticed that most Chiyoda Line trains did not run through on Odakyu Line; you always had to transfer. Perhaps this is because I alway took the train at weird hours (not rush hour).

And is Odakyu's Romance Car the only limited express, reserve seat through service on a subway line in Japan? I think it's pretty cool that you can go direct from Kita-Senuju to Hakone and Enoshima.
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Old April 28th, 2011, 11:41 AM   #2470
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JICA moves forward with financing Jakarta MRT; tender opened
http://www.nasdaq.com/aspx/stock-mar...oject-official

Quote:
JAKARTA -(Dow Jones)- PT Mass Rapid Transport Jakarta Friday opened the tender for the construction of the first commuter rail line in the country, which is estimated to cost IDR15.5 trillion ($1.8 billion) an official said.

"This is for the construction of the first section, for which IDR12 trillion will be financed by JICA," Railway Director General Tunjung Inderawan told reporters, referring to the Japan International Cooperation Agency.

"Hopefully the construction can start this year and be completed by 2014," Inderawan added.

PT MRT Jakarta announced in several local newspapers Friday that the main contractors for the surface and underground sections of the rail line must be Japanese companies, while the subcontractors may be companies from any country.

Applications must be submitted by May 31, the company said.

Indonesia's capital badly needs a mass rapid transport system as its road network hasn't kept up with the growing number of cars. The city's notorious traffic jams are estimated to cause around IDR12.8 trillion in losses annually.

President Susilo Bambang Yudhoyono has also ordered a study into moving the capital to another area to help ease the chronic traffic problems.
Wonder who will be selected…
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Old April 28th, 2011, 11:43 AM   #2471
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Tōyō Electric wins orders for electrical equipment for Chengdu Metro Line 2, Beijing Subway Line 1
http://www.toyodenki.co.jp/html/images/110428.pdf

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Tōyō Electric Manufacturing Co., Ltd. has received orders and recently signed corresponding contracts to provide electrical equipment in the Chinese market, including equipment for new rolling stock on Phase 2 of Chengdu Metro Line 2 in Sichuan Province and Beijing Subway Line 1.

Rolling stock electrical equipment for Phase 2 of Chengdu Metro Line 2 in Sichuan Province
We have received an order worth approx. ¥2.1 billion from the capital of Sichuan Province, Chengdu City (Chengdu Metro), to provide rolling stock electrical equipment for Phase 2 of Metro Line 2. Tōyō Electric has already completed an order for electrical equipment for 23 trains (138 cars) for Chengdu Metro Line 2 (contract value approx. ¥3.05 billion), and this latest order follows on the heels of the previous contract.

Line name: Chengdu Metro Line 2, Phase 2
Number of cars: 19 trains (114 cars)
Equipment details: Rolling stock electrical equipment (VVVF control equipment, auxiliary power equipment, information transmission equipment, drive equipment, traction motors, etc.)
Contract value: Approx. ¥2.1 billion total
Contract signing: March 2011
Delivery schedule: Starting Spring 2012
Joint partners in order: Mitsui & Co. Plant Systems, Ltd.; Xiangtan Electric (HQ: Hunan Province, China); Hunan Xiangtan-Tōyō Electric (HQ: Hunan Province, China; a JV between Tōyō Electric and Xiangtan Electric)

Rolling stock electrical equipment for new trains for Beijing Subway Line 1
We have received an order worth approx. ¥1.9 billion from Beijing City (Beijing Metro Construction and Administration Corporation) to provide rolling stock electrical equipment for new trains for Beijing Subway Line 1. Work is progressing to replace the older Line 1 trains, in service since the line’s construction, with newer trains, and this order is part of that program.

Line name: Beijing Subway Line 1 (new trains)
Number of cars: 19 trains (114 cars)
Equipment details: Rolling stock electrical equipment (VVVF control equipment, auxiliary power equipment, information transmission equipment, drive equipment, traction motors, etc.)
Contract value: Approx. ¥1.9 billion total
Contract signing: April 2011
Delivery schedule: Starting Summer 2011
Joint partners in order: Nisshō Goyō Tsūshō Corporation; Xiangtan Electric (HQ: Hunan Province, China); Hunan Xiangtan-Tōyō Electric (HQ: Hunan Province, China; a JV between Tōyō Electric and Xiangtan Electric)

Upcoming prospects
Of the total contract value of these two latest orders, approx. ¥2.4 billion will consist of domestic production in Japan, while the remaining ¥1.6 billion will consist of production in China. The share produced domestically in Japan, which will become our share of the revenue, will be delivered starting in summer 2011 and is expected to last until May 2013.
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Old April 28th, 2011, 11:44 AM   #2472
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New 30000 series to be introduced to Midōsuji Line
http://mainichi.jp/select/biz/news/m...40080000c.html

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The Ōsaka Municipal Transportation Bureau will introduce the new 30000 series (one 10-car train) to the Midōsuji Line, running the train in revenue service starting in December 2011. This is the first new train series to be introduced to the Midōsuji Line since the new 20 series trains began operating on the line in 1991, 20 years ago.

The newest train to be introduced to the line is based on the 20 series trains that serve as the workhorses of the Municipal Subway, but will incorporate the latest rolling stock technologies. The new train is similar to the 30000 series trains that began service on the Tanimachi Line in 2009, with additional improvements specifically for the Midōsuji Line.

The new train features further barrier-free improvements, including a lowered car floor and more easily distinguishable priority seating. In addition, in order to ensure a more convenient and comfortable experience for our passengers, the train will include wide-screen liquid crystal displays (LCDs) in the door lintels inside the train, allowing us to display transfer information and station facility information in an easier-to-understand way. We have also designed the system to provide train information in four languages.

In addition, we have incorporated a variety of unique features throughout the train specifically designed for the Midōsuji Line, including expanded spaces near a portion of doors to make the train easier to use for passengers carrying large pieces of luggage.

We will now begin gradually replacing the 10 series trains currently operating on the Midōsuji Line with the new 30000 series trains.

Exterior design
  • The car ends use curved glass for a round and soft design.
  • Red beltlines, representing the line color of the Midōsuji Line, run above and below the windows, with additional vertical paint scheme elements, also in red, to indicate the car number.
Improvements to train interior comfort
  • We have increased the height of the entire ceiling of the car and extended the car floor underneath the seats, expanding the airiness of the train.
  • We will use bucket-type seating, expanding the width of individual seats by 30 mm.
  • By optimizing the placement of seats, we have expanded the space next to a portion of the train’s doors (four spaces in each car), making the trains easier to use for passengers carrying large pieces of luggage.
  • By incorporating interior panels featuring the gingko pattern representative of the Midōsuji Line, we have crafted an intimate interior space.
Improvements to train interior convenience
  • We have allowed for the presentation of more detailed information such as transfer directions and station facility information by using wide-screen LCDs in the train information displays inside the door lintels.
  • In addition to Japanese and English, the information displays inside trains will also provide train information in Chinese and Korean for a total of four languages.
  • We have increased the number of poles and grab handles. By placing the handles at a slightly lower height than the standard placement, we have made them easier to use for all passengers.
  • We have made the overhead racks easier to use for all passengers by lowering their height by 40 mm.
  • By optimizing the seat shape, we have made it easier for passengers to stand up from a seated position.
Barrier-free efforts
  • We have lowered the height of the car floor by 40 mm, reducing the gap with the platform.
  • We have incorporated yellow lines into the side edges of the doors, improving the visibility of the door channel.
  • We will notify passengers of the opening or closing of doors using door chimes and a special lamp above the door.
  • By using orange for the grab handles in the priority seating area, we have made the priority seating more distinguishable.
Use of new technologies and designs
  • We have augmented the strength of the cars by increasing the thickness of the four corner columns and exterior sheets of the car body, while keeping the weight increase to a minimum through optimization of the car body frame.
  • Through the use of new bogies, we have improved ride comfort and running stability.
  • Through the use of LED destination signs, we have improved visibility.
  • The new train meets the latest fire safety standards in both car structure and materials.
  • By expanding the gangway width between cars to 200 mm, we have made emergency escape easier.
  • By re-evaluating the placement of air conditioning equipment, we have improved the temperature balance inside the train.
Energy conservation efforts
  • By using the latest VVVF control system, we expect to reduce electricity consumption by an additional 10 percent above our older energy-efficient rolling stock, the 10 series trains. The electricity conserved over one year after the replacement of one 10 series train with one 30000 series train, if converted to an equivalent amount of carbon dioxide emissions, would be equal to the amount of carbon dioxide absorbed by a grove of trees about 15 ha in size, or four times the size of Kōshien Stadium.
Note: The Municipal Subway first introduced energy-efficient trains in 1973, and currently 96 percent of our fleet are energy-efficient trains. We are scheduled to reach a full 100% fleet of energy-efficient trains in 2013.











Good to see the Ōsaka Municipal Subway modernizing its fleet.
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Old April 28th, 2011, 11:45 AM   #2473
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First platform doors on Toei Ōedo Line enter service

Kiyosumi–Shirakawa Station became the first station on the Toei Ōedo Line to receive platform doors, which began operation on 2011.04.23. The work to install platform doors on the Ōedo Line hasn’t been receiving much attention, but this first step was a big one, if only because Kiyosumi–Shirakawa Station is four tracks (basically twice the investment for a regular station).

The entire project to install doors at all 38 stations on the line will cost approx. ¥12 billion, with completion scheduled for June 2013. The Ōedo Line is the second line in the Toei Subway network to receive platform doors, following the Mita Line. After completion of the Ōedo Line project, the Tōkyō Metropolitan Bureau of Transportation will have completed installations at 65 of 106 stations.

Tōkyō MX news report (2011.04.23).
There’s also a good view of the sensors used to make sure the train is stopped in proper alignment with doors.



Scenes from the first day.
This is the first time I’ve seen LED displays embedded in the door pocket area. At least one of the melodies, for the clockwise loop to Hikarigaoka, sounds very familiar… I believe it’s an abbreviated adaptation of “Verde Rayo” used at some JR East stations.


Source: karibajct on YouTube

Compare to “Verde Rayo”. This is Version 2, from the JR Keiyō Line platforms at Tōkyō Station.

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Old April 28th, 2011, 11:46 AM   #2474
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Anne to serve as new “image character” for Tōkyō Metro

Actress Aragaki Yui has finished her one-year term as the image character for Tōkyō Metro, and today (2011.04.28), the railway announced her replacement: model and actress Anne (or “An”), perhaps better known as the daughter of Watanabe Ken, one of the globally better known Japanese actors (The Last Samurai, Letters from Iwo Jima, etc.).

Anne will serve as the character in the new FY2011 advertising campaign, TOKYO WONDERGROUND, to rollout on 2011.05.09, in which she represents a working woman in Tōkyō. CMs will begin hitting TV screens and inside trains on 2011.05.12. The posters are shot by famous photographer Shinoyama Kishin. There’s also 15-minute “podcast” type audio spots for smartphones, which it seems will be updated and available for download daily.

Some sneak peeks…
Source: Tōkyō Metro

Posters.
Looks like the new 16000 series for the Chiyoda Line figures prominently in these shots.





Stills from the CM







Definitely a departure from the TOKYO HEART series, but I think that has been running for at least two years anyways, so perhaps it’s time for a change.
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Old April 28th, 2011, 11:50 AM   #2475
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Originally Posted by nouveau.ukiyo View Post
I was also wondering about through service on the Chiyoda line. Do any trains operate through on the Odakyu, Chiyoda and Joban Lines? When I used to live near Yoyogi-Uehara, I noticed most Joban line trains terminated here and did not run through on the Odakyu Line. I'm guessing the same would be true of Odakyu trains; they don't run through on Joban line. I also noticed that most Chiyoda Line trains did not run through on Odakyu Line; you always had to transfer. Perhaps this is because I alway took the train at weird hours (not rush hour).

And is Odakyu's Romance Car the only limited express, reserve seat through service on a subway line in Japan? I think it's pretty cool that you can go direct from Kita-Senuju to Hakone and Enoshima.
The Chiyoda Line through-services aren't as integrated as some of the others (e.g., Hanzōmon Line, Asakusa Line, etc.). The bulk of through-servicing with the Odakyū Line is during the midday on the half-hourly Tama Express (多摩急行) to / from Karakida, but even then, only about half are trips to / from the Jōban Local Line (Matsudo, Kashiwa, Abiko, Toride, etc.)... The other half start or terminate on the Chiyoda Line at Ayase. So, basically, if you are west of Shin-Yurigaoka (junction of the Odawara Line and Tama Line), you will be hard-pressed to find through-services to / from the Chiyoda Line. It's even hard east of Shin-Yurigaoka.

The other thing is the way the track-sharing agreement works for the Chiyoda Line: Both Odakyū and JR have arrangements with Tōkyō Metro, but Odakyū and JR do not have agreements with each other. So you will never see Odakyū trains on the Jōban Line, nor JR trains on the Odakyū Line. Only Tōkyō Metro trains run across all three lines. This is in contrast to the Hanzōmon Line and Asakusa Line, where you can see trains from all three participating operators on any section of the line.

As for the Romancecar, I believe you are correct in the strictest sense of the term "subway" in Japan. But if you are willing to accept that some JR and private railway lines effectively operate like subways, then it's maybe not that special. Just think of the Chūō Rapid Line, which mixes frequent commuter EMUs out through western Tōkyō and half-hourly intercity trains from Yamanashi and beyond on the same tracks.
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Old April 29th, 2011, 01:32 AM   #2476
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The new subway cars for Osaka look very elegant.
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Old May 2nd, 2011, 10:30 AM   #2477
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Sōtetsu Main Line grade-separation construction updates: Part 1

A construction update on the grade separation of the Sōtetsu Main Line near Hoshikawa Station (2011.03.20) in Hodogaya Ward, Yokohama City.
Source: http://okiraku-goraku.com/

Between Tennōchō and Hoshikawa.
I haven’t posted much on this project, but there’s been a lot of progress since the last update. Here, we pass on temporary tracks as work on the new viaduct proceeds on the left.



The catenary support poles on the left are all temporary, as the original ones obstructed work on the aerial structure and have since been removed.



A little closer to Hoshikawa, they’ve got some major scaffolding set up to begin work on the structure. They may have started early on this particular section given it’s at an existing grade crossing and probably requires a bit more work than a typical section.



The protective fencing takes on some interesting shapes in an attempt to maximize the available work area.



Nearing Hoshikawa Station, most of the protective fencing is in place. Given the bolt holes on the top of these piles, it’s likely we’ll eventually see these grow to the same or similar height as what’s already on the curved section in the above picture.

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Old May 2nd, 2011, 10:31 AM   #2478
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Sōtetsu Main Line grade-separation construction updates: Part 2

Next, a few pictures at Hoshikawa Station.
Source: http://okiraku-goraku.com/

There’s some pretty impressive work going on here, as the station is four-tracked and the new elevated infrastructure is being built directly above the current platforms. It’s also a little bit easier to see the scope of the construction here than at other four-track stations undergoing grade-separation work using different methods, such as temporary-track (e.g., Shakujii Kōen Station on the Seibu Ikebukuro Line) or undergrounding (e.g., Chōfu Station on the Keiō Line / Keiō Sagamihara Line). With limited space here, they need to build directly above, shifting around tracks and platforms as best they can to free up space to build column footings, etc. There originally were three sidings at the station in addition to the four tracks served by platforms, which allowed for at least some flexibility when they began work here.

This is on the southeast end (closer to Yokohama) of the outbound platform (for Ebina and Shōnandai). At this end, we can only see the large white columns on the opposite side of the grade crossing… Not much else is visible above ground, so they’re probably still working on foundations, etc. inside the station.



Looking behind us towards the northwest, the columns and beams are already in place starting around mid-platform. They may gradually be moving towards this end of the platform one set of columns at a time.



Moving to the inside outbound track (Track 2) on the opposite side of the platform, where more columns and beams are being erected… The location for the next column is covered up with some wooden planks at the moment. So far, they’ve only got the second-floor beams supporting the track level… They can’t make much progress on the first-level beams for the concourse level yet because of the existing ground-level track and catenary.



Moving towards the opposite end of the platform, we get a better view of the size of the work… This is only the (incomplete) outbound half… There’s nothing being built over the inbound half of the station yet.



With all the ground-level infrastructure in the way, they’ll likely need to reuse the existing platform bridge in some capacity to provide access to / from the elevated platform level when this half of the aerial structure opens.

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Old May 2nd, 2011, 10:32 AM   #2479
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Sōtetsu Main Line grade-separation construction updates: Part 3

Final set, between Hoshikawa Station and Wadamachi Station:
Source: http://okiraku-goraku.com/

Similar work is preceding on this section as on the southeastern approach into Hoshikawa from Tennōchō. No movement visible above ground here…





A little further down, though, we can see some more scaffolding set up to construct the aerial structure nearby some of the grade crossings.



Approaching the touchdown point, the right-of-way narrows considerably due to houses on both sides, and there’s substantially less space to work with. Not sure whether this part will be on fill or on columns, but it looks like most of the foundation work is completed, one way or another.



A pretty sharp jog… Definitely one of the less-ideal examples of switch-out points among ongoing grade-separation projects.

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Old May 2nd, 2011, 10:32 AM   #2480
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Sōtetsu Main Line Seya Station construction update

Next, a recent set (2011.03.20) on the ongoing work at Seya Station (Seya Ward, Yokohama City) on the Sōtetsu Main Line, where they are constructing a fourth track to allow for passing / transfers in the outbound direction (for Yamato and Ebina). Currently, the station has three tracks, with the third track in the inbound direction (for Yokohama).
Source: http://okiraku-goraku.com/

Currently, the work is focused on civil construction of surrounding facilities and platform improvements, with the actual trackwork still some time in the future. This is the outbound platform, west end, where they are constructing a retaining wall for the fourth track. Given that the fencing at the top of the wall is already in place, it appears this particular task at this location is largely complete.



Looking at the site of the future fourth track from outside the station. The building and bicycle parking that were here have since been demolished to make room for the fourth track. Currently, they are building the extension of the retaining wall in the above picture.



From the east end of the station, there’s some more civil work going on, mostly excavation and foundation work. To be level with the rest of the station the fourth track will be at a slightly lower elevation than the surrounding area, so they need to do some minor earthwork here. Just on the far-side of where they are excavating looks to be some precast slabs which might be part of a future retaining wall.



Looking at the east end of the outbound platform, where parts of the retaining wall are already finished, along with the relocated bike parking.



They are also carrying out platform work, including modifying the canopies.

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