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Old April 13th, 2012, 01:41 PM   #3701
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Quote:
Originally Posted by starrwulfe View Post
I rode the new Ginza line 1000 series yesterday and took some pix... shot some video too-- but Quashlo posted first!

Anyone still want to see them?
Indeed, yes!
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Old April 13th, 2012, 02:26 PM   #3702
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Quote:
Originally Posted by starrwulfe View Post
I rode the new Ginza line 1000 series yesterday and took some pix... shot some video too-- but Quashlo posted first!

Anyone still want to see them?
O/c yes. How was the ride?
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Old April 13th, 2012, 04:38 PM   #3703
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Have you guys ever heard something about a future complete rebuild of the Ginza line for better earthquake resistance? I've read about this in various Japanese forums and such. Given that it was built in the 1920s in the absence of modern building codes, there is speculation that it would have significant problems in the event of a major earthquake. Is this in any sort of official plans? I guess by going with all-new rolling stock for the existing line, they've committed themselves to at least 20ish years before such a rebuild.

In my hypothetical future, if they were to rebuild, I can't imagine that they would stick with the same unusual dimension rolling stock, same short six car trains, third rail power, or even standard gauge; they would probably want to standardize on narrow gauge, standard dimension trains powered by 1500v overhead line like most everything else in Tokyo. That would allow for connection with interoperation of Keio Inokashira line trains and Tobu Isesaki line trains.
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Old April 13th, 2012, 08:16 PM   #3704
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From a railfan perspective, I've liked that idea for some time now... The Inokashira Line may seem like peanuts compared to the Keiō Line, which gets most of the investment, but the thing still pulls 550,000 riders daily, 60% of whom use Shibuya Station... And all this despite having really short trains (5 cars, 20 m each). Just from numbers, you could stand to benefit a fair number of people by removing that transfer at Shibuya.

However, it would be a massive undertaking to make it happen. The track gauge, loading gauge, car / train length, current collection, etc. are all different between the two lines. I can't recall any precedent for this type of project in Japan, although there have been major track regauging projects in the past (e.g., Keisei Line, in order to allow Asakusa Line through-servicing). To be honest, I think the most likely course of action is that they will just do a major seismic retrofit of the Ginza Line.

But it does make the mind wander… What if, for example, they completely upgraded the Ginza Line and Inokashira Line to full 10-car, 200 m trains and they redesigned Meidaimae to directly connect the Keiō Line and the Inokashira Line (alternatively, they could build a new connection from Shimo-Takaido to Higashi-Matsubara)? This would allow for much better use of Keiō’s two-terminal arrangement. A connection at Asakusa into the Tōbu Isesaki Line would not be impossible, although it would likely require a new tunnel underneath the Sumida River that then surfaces to interface with the Isesaki Line on the opposite bank. Narihirabashi could then be redesigned as a traditional through-service arrangement with four tracks and there would be another line providing direct service to the Sky Tree site.
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Old April 13th, 2012, 09:39 PM   #3705
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Old April 13th, 2012, 09:41 PM   #3706
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Old April 13th, 2012, 09:50 PM   #3707
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Old April 14th, 2012, 10:47 AM   #3708
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Chiba Monorail 0-type to debut July 8

It was recently announced that the new 0-type “Urban Flyer” for the Chiba Monorail will debut in revenue service on 2012.07.08. The train has been testing mostly at night, but recently did daytime testing for one day only on 2012.04.04.

Departing Dōbutsu Kōen (Animal Park) Station.
Pretty sleek-looking train, with a nice horn to boot... Sounds like a Hankyū horn.
FYI, the black is only a special wrap ad to advertise the new trains… The train is actually mostly dark blue.



Arriving at Tsuga:



On a special invitation-only event to introduce the new trains (2012.04.12), which included a test ride from Dōbutsu Kōen Station to Chiba Station and back. Love the interior, especially the high-back seats, glass floor, and color scheme. Overall design of the train was handled by GK Design Sōken Hiroshima, which has done design work for both the Astram Line and for Keihan Electric Railway (Nakanoshima Line stations and the new liveries), as well as the Mitsubishi Crystal Mover APM cars for Changi Airport in Singapore. Cost of each unit is ¥290 million, and the first batch this year is only three trains (6 cars total), with the rest coming later. You can see the units in the actual blue / black livery in several parts.



While the monorail extension was shelved, they at least had some money to produce a nice PV for the new train. At 15.2 km, Chiba Urban Monorail is supposedly the world’s longest suspended monorail system, although its distant location off in Chiba probably relegates it to relative obscurity.

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Old April 14th, 2012, 10:49 AM   #3709
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Earthquake, tsunami delay Tōhoku Through Line opening to FY2014
http://ibarakinews.jp/news/news.php?...13342400523272

Quote:
JR東日本は12日、常磐、宇都宮、高崎の3路線を東京駅に乗り入れる東北縦貫線(上野-東京間3・8キロ)の工事が東日本大震災の影響で遅れているため、2013年度中としていた従来の開業予定を1年延期し、14年度中の開業を目指すと発表した。同広報部は「被災した東北新幹線や在来線の復旧などに注力している影響で、東北縦貫線工事のボリュームを絞らざるを得ない」としている。

JR東は同日、11年度計画比1千億円(34%)増の3950億円に上る12年度設備投資計画を発表。在来線の復旧や高架橋柱、駅などの耐震化、新たに首都直下地震に備えた対策などで過去最高額に膨らんだ。影響で東北縦貫線の工事計画を一部変更し、開業予定を1年延期するとした。

県交通対策室は「1年は最小スパン。震災の影響では仕方ない。早期に開業し、1本でも多くの常磐線の東京駅乗り入れが実現してほしい」と、冷静に受け止めている。

東北縦貫線は、上野-東京間に新たな線路を敷設し、現在は上野止まりになっている3路線の一部列車を東京駅に乗り入れる計画。併せて東海道線との直通運転も予定されている。
This is one of the biggest rail projects currently going on in Tōkyō, but as a result of JR East’s expenditures being diverted to earthquake and tsunami damage on Shinkansen and zairaisen in the Tōhoku region, construction efforts have slowed on the Tōhoku Through Line, pushing back the original opening date of June 2013 by one year to some time in FY2014. JR East’s just recently-released infrastructure investment plan for FY2012 calls for investing ¥395 billion (34% year-over-year increase) into a variety of projects including repair of damaged zairaisen lines, seismic reinforcement of viaducts and stations, and strategies to prepare against a possible earthquake centered directly beneath Tōkyō. As a result, they’ve scaled down their investment this year on the Tōhoku Through Line.

This project is critical from several standpoints, including the severe crowding on the Yamanote Line and Keihin–Tōhoku Line between Ueno and Okachimachi (the most congested section in Japan). The project will eventually make it possible to run Utsunomiya Line, Takasaki Line, and Jōban Rapid Line trains all the way to Tōkyō, and thanks to through-servicing with the Tōkaidō Line, on to Shinagawa and perhaps Kawasaki, Yokohama, and beyond.

The railway has thus far remained mum about the operating schedule, and the issue has been a hot topic of debate, as users from three different main lines are each pushing to have their trains extended from Ueno down to Tōkyō. There’s also the question of what to do about the limited expresses such as the Hitachi and Akagi, and sleepers such as the Akebono and Hokutosei, all of which currently terminate at Ueno. Jōban Line users argue that Utsnomiya Line and Takasaki Line users already have good direct access to central Tōkyō thanks to the Shōnan–Shinjuku Line, but it seems more likely, for various reasons, that JR will try to spread the slots around to all three. The problem then becomes unforeseen service disruptions, which could end up rippling across a significant portion of JR East’s network due to through-servicing.

In any event, here’s the current weekday morning peak hour (7:45 to 8:45) schedule of train arrivals at Ueno, which may help to give an idea of just how much train traffic is involved:

Jōban Line: 20 trains total
9 inner-suburban rapids
9 outer-suburban rapids
2 Hitachi limited expresses
General pattern is inner- (H) and outer-suburban (M) rapids taking turns.
Code:
Arr   Train        Service                                       Platform
====  ===========  ============================================  ========
7:48  736H         Inner-suburban rapid from Toride                 11
7:52  1328M        Outer-suburban rapid from Mito                    9
7:55  752H (830M)  Inner-suburban rapid from Narita via Abiko       12
7:59  330M         Outer-suburban rapid from Takahagi               10
8:01  770H         Inner-suburban rapid from Toride                 11
8:04  2008M        Fresh Hitachi 8 limited express from Katsuta     16
8:06  788H (832M)  Inner-suburban rapid from Narita via Abiko       12
8:09  2332M        Outer-suburban rapid from Tsuchiura               9
8:12  738J         Inner-suburban rapid from Toride                 11
8:16  334M         Outer-suburban rapid from Takahagi               10
8:19  732H         Inner-suburban rapid from Toride                 12
8:22  2336M        Outer-suburban rapid from Tsuchiura               9
8:24  754H (834M)  Inner-suburban rapid from Narita via Abiko       11
8:28  2338M        Outer-suburban rapid from Tsuchiura              10
8:30  782H         Inner-suburban rapid from Toride                 12
8:34  1340M        Outer-suburban rapid from Katsuta                 9
8:38  342M         Outer-suburban rapid from Takahagi               10
8:41  750H         Inner-suburban rapid from Toride                 12
8:43  10M          Super Hitachi 10 limited express from Iwaki      17
8:46  2344M        Outer-suburban rapid from Tsuchiura               9
Utsunomiya Line / Takasaki Line: 20 trains total
10 from Utsunomiya Line
10 from Takasaki Line
General pattern is Utsunomiya Line (5xxM) and Takasaki Line (8xxM) taking turns.
Code:
Arr   Train  Service                Platform
====  =====  =====================  ========
7:48  534M   Local from Koganei         8
7:51  838M   Local from Kagohara        6
7:54  536M   Local from Utsunomiya      7
7:57  840M   Local from Takasaki        5
7:59  538M   Local from Koganei        14
8:02  842M   Local from Takasaki       15
8:06  540M   Local from Utsunomiya      6
8:08  844M   Local from Fukaya         13
8:11  542M   Local from Koganei         8
8:14  846M   Local from Kagohara        5
8:18  544M   Local from Kuroiso         7
8:22  848M   Local from Maebashi        6
8:24  546M   Local from Koga           15
8:27  850M   Local from Kagohara       13
8:30  548M   Local from Koganei         8
8:34  550M   Local from Koganei         7
8:37  852M   Local from Takasaki       14
8:39  854M   Local from Kagohara        5
8:42  552M   Local from Utsnomiya       6
8:47  856M   Local from Maebashi        8
And at the other end, the corresponding outbound Tōkaidō Line schedule from Tōkyō Station, 8:00 am to 9:00 am:

Tōkaidō Line: 8 trains total
7 locals
1 rapid
Code:
Dep   Train  Service                 Platform
====  =====  ======================  ========
8:03  1753M  Local for Hiratsuka         7
8:10  755M   Local for Atami             9
8:16  757M   Local for Atami             7
8:21  3751M  Rapid Acty for Odawara      9
8:26  759M   Local for Kōzu             10
8:36  761M   Local for Atami             8
8:44  763M   Local for Odawara           9
8:54  765M   Local for Atami             7
Switching directions, Tōkaidō Line arrivals at Tōkyō Station for 7:55 am to 8:55 am:
18 trains total
Code:
Dep   Train  Service               Platform
====  =====  ====================  ========
7:56  1738M  Local from Kōzu           7
8:00  740M   Local from Odawara        9
8:03  742M   Local from Atami         10
8:07  744M   Local from Odawara        7
8:10  746M   Local from Odawara        8
8:13  748M   Local from Kōzu           9
8:16  320M   Local from Numazu        10
8:20  1750M  Local from Hiratsuka      7
8:24  1752M  Local from Ninomiya       9
8:27  322M   Local from Numazu         8
8:30  754M   Local from Odawara       10
8:33  756M   Local from Hiratsuka      7
8:36  758M   Local from Kōzu           9
8:39  1760M  Local from Fujisawa       8
8:42  1762M  Local from Kōzu          10
8:47  764M   Local from Atami          7
8:50  1766M  Local from Kōzu           8
8:53  1768M  Local from Ninomiya      10
Rougly, the corresponding departures at the opposite end at Ueno, 8:00 am to 9:00 am:

Jōban Line
17 trains total
Code:
Dep   Train  Service                             Platform
====  =====  ==================================  ========
8:00  7M     Super Hitachi 7 for Iwaki              16
8:03  853H   Inner-suburban rapid for Toride        12
8:06  2337M  Outer-suburban rapid for Tsuchiura     10
8:09  871H   Inner-suburban rapid for Toride        11
8:13  889H   Inner-suburban rapid for Toride        12
8:17  2339M  Outer-suburban rapid for Tsuchiura      9
8:22  839H   Inner-suburban rapid for Toride        11
8:24  1341M  Outer-suburban rapid for Katsuta       10
8:28  833H   Inner-suburban rapid for Toride        12
8:30  1009M  Fresh Hitachi 9 for Katsuta            17
8:35  2343M  Outer-suburban rapid for Tsuchiura     10
8:38  883H   Inner-suburban rapid for Abiko         12
8:42  1345M  Outer-suburban rapid for Katsuta        9
8:46  855H   Inner-suburban rapid for Toride        11
8:49  2357M  Outer-suburban rapid for Tsuchiura     10
8:53  851H   Inner-suburban rapid for Toride        12
8:56  2349M  Outer-suburban rapid for Tsuchiura      9
Utsunomiya Line / Takasaki Line
9 trains total
Code:
Dep   Train  Service                             Platform
====  =====  ==================================  ========
8:02  843M   Local for Kagohara                      6
8:10  541M   Local for Utsunomiya                    7
8:20  845M   Local for Kagohara                     13
8:27  543M   Local for Koganei                       7
8:32  545M   Local for Utsunomiya                   14
8:35  3921M  Rapid Acty for Takasaki                 6
8:43  847M   Local for Maebashi                     13
8:52  547M   Local for Utsunomiya                    6
8:55  849M   Local for Kagohara                      5
What should be clear is the difference between the commute and reverse-commute directions. The schedule in the reverse-commute direction (Tōkaidō Line departing Tōkyō and Utsunomiya Line / Takasaki Line departing Ueno) appears comparatively meager, but it’s actually filled by out-of-service trains that don’t show up in the schedules. After arriving at Tōkyō, the Tōkaidō Line trains that won’t be returning outbound go out-of-service and head straight for Tamachi Rolling Stock Center between Shinagawa and Tamachi, while the surplus Utsunomiya Line / Takasaki Line trains head straight for Oku Rolling Stock Center from Ueno. Only the Jōban Line has a full outbound schedule because it doesn’t have a yard in central Tōkyō to store trains until the evening rush. The Tōhoku Through Line will help rationalize these operations a bit more so that trains don’t have to deadhead back to the yard empty—instead, Utsunomiya Line / Takasaki Line trains can terminate at Shinagawa and layover at Tamachi while Tōkaidō Line trains can terminate at Ueno and layover at Oku.

In terms of “real” through-servicing beyond Shinagawa and Ueno, it’s important to note that while the Utsunomiya Line / Takasaki Line and Tōkaidō Line have virtually identical stock (mixed transverse / longitudinal seating, restrooms, two green cars in every formation), the Jōban Line rolling stock situation is much more complex. While train length is the same (10 or 10+5), the inner-suburban rapids to Toride and Narita are all longitudinal seating, with no restrooms or green cars. The outer-suburban rapids are operated with E531 series which are basically identical to the Utsunomiya Line / Takasaki Line and Tōkaidō Line stock, except that they’re designed for the special conditions of the Jōban Line north of Toride, with dual voltage (1,500 V DC and 20 kV AC). The level crossing south of Ueno for Jōban Line tracks to get onto the Tōhoku Through Line will also put a limit on the number of trains that can come in from the Jōban Line.

For reference, the Shōnan–Shinjuku Line operates 4 tph off-peak and 6 tph peak, generally split half-and-half between the Utsunomiya Line / Yokosuka Line and Takasaki Line / Tōkaidō Line pairs.
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Old April 15th, 2012, 03:35 AM   #3710
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Keihan 13000 series enters revenue service: Part 1

First day of revenue service was 2012.04.14, with the train holding down a special run from Nakanoshima on the Keihan Nakanoshima Line in Ōsaka, via the Keihan Main Line, to Uji on the Keihan Uji Line.

Arrival at Chūshojima:



Cab view inside the special run. Not great quality, but better than nothing.

Part 1: Nakanoshima → Tenmabashi
The train departs from the half-platform (Platform 3) and skips all intermediate stations.



Part 2: Tenmabashi → Chūshojima
One intermediate stop at Kyōbashi, but otherwise, mostly smooth sailing all the way to Chūshojima. Apparently, there are plans to eventually run these 13000 series on the Keihan Main Line and Katano Line. This may be related to the proposal to institute through-services from the Katano Line and / or Uji Line all the way to Ōsaka instead of just running them as branch-line shuttles, so maybe someday in the future, this special run may actually be a regular occurrence. Love the station staff giving the salute at Kyōbashi, Hirakata-shi, and a few of the other intermediate stations… Such professionals. The crowd at Chūshojima is just ridiculous…



Part 3: Chūshojima → Uji
Lots of railfans and “O-Keihan” (regular Keihan riders) up and down the line taking pictures.

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Old April 15th, 2012, 03:37 AM   #3711
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Keihan 13000 series enters revenue service: Part 2

Some pics:
Source: http://blogs.yahoo.co.jp/potarongerz/

The new cantilerever-type seating, which is the typical standard nowadays. Heaters are still underneath, though. The moquettes are all-new.

]

At the car ends, the seats aren’t cantilever design anymore, as the area underneath the seats is still used to house various equipment. Seat design is also new, and while it isn’t fully partitioned into individual seats like you might see in Tōkyō, there are some minor protusions and seams in the seat back and cushion that indicate individual seats. This is a 3+3 bench.



Priority seating area



Wheelchair space



As mentioned previously, the bench-door partitions are standard Tōkyō-style: a tall design, with protrusions on the outside for the standees and a concave portion on the inside for the shoulder sand elbows of seated passengers.





Passenger information is relayed through LCD units, one above each door (!). Not sure on the exact size, but these look pretty big. Certainly beats some of the more thrifty municipal subways…





Love Keihan’s new color schemes, including their LCD programming. Clean and smart.





Another semi-standard nowdays is the stripes at door edges and car floors, although these are orange instead of the usual yellow.

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Old April 15th, 2012, 03:38 AM   #3712
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Keihan 13000 series enters revenue service: Part 3

Next set:
Source: http://blogs.yahoo.co.jp/potarongerz/

Deck-side windows for the intermediate cars. These have returned after a 27-year absence.



Sunshades are plain white.



However, priority seating area has a special print on the fabric.



As required for ventilation standards, the end windows can be opened.







Builder’s plate (Kawasaki Heavy Industries, 2012)



Capacity: 128 persons
Weight: 36.0 t
Inspection date: 2012.03.26 (the day this unit first began running on the Main Line)



Safety guards to prevent passengers from falling into the space between cars. Don’t think I’ve ever seen one this close up, but this is supposed to be a new design for Keihan.



Diamond pantographs, which appear to have been repurposed from retiring 2200 and 2600 series trains.





A few of the exterior:
Source: http://blogs.yahoo.co.jp/kira_kira_hikoboshi/

LED destination signs.
Love the font choice, both Japanese and English.







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Old April 15th, 2012, 04:09 PM   #3713
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My ride on the new Ginza Line's 1000 series train
Tokyo Metro's Ginza line is the oldest subway in the city, but now hosts the newest series of trains, the 1000 series. The trains feature all LED lighting (even headlamps!) electronic controls, and steerable bogies that take the squeal out of the tracks when turning the lines sharp turns. The train is manufactured by Nippon Sharyo in Toyokawa, Aichi, Japan.
This is taken in the first afternoon of revenue service.

Coming into Shibuya Terminal on the outbound platform, then turning around to the inbound side.










Operator's cabin is all-glass-cockpit. There's a large equipment closet behind the driver's chair, so there's no window there. But Tokyo Metro policy is to pull the shades down to cut reflections off the windshield for the motorman, so we can't see in there anyway while the train is in motion... Which is why I shot from the CONDUCTOR'S end of the train!


This train was actually built last year in 2011-- has been line testing for about 5 months or so up until now.





In-car 17" LCD panels. 2 above every door (one to show ads only.) A standard here in the Tokyo Metropolis, this shows route info, station/platform info, as well as other delays on other connecting lines. Japanese, English, Korean, and Chinese are shown.

I got off at Aoyama-1chome station and got some parting shots as she continued without me to Asakusa.




And a little video I shot while running between Shibuya to Omotesando station.


You'll notice the lack of squealing on the tracks; those steerable bogies are working their magic. Also this has to be one of the BRIGHTEST trains ever due to the all-LED lighting.
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Old April 15th, 2012, 04:41 PM   #3714
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Yes, it's ANOTHER Tokyo Metro/Tokyu Shibuya station update!

Let me know if you are getting tired of them... But since I commute here almost everyday, it's really easy for me to spot changes without referring to a website. (Plus I ask the security guards about what's new all the time...They don't seem to mind.)


This is the new Exit 15 now. When you come out of the New Main gate on level B3 and hang a left, you see this huge underground lobby for the Tokyu Hikarie Building. Parts of it are open to the street above, so there's fresh air that circulates all the way down to level B5 where the platforms are.


Shooting over one of the "bridges" from the station into the "sub-lobby" and they're still working on the B4 level it seems. This is over the platform's southern side and there's going to be another set of stairs coming off the platforms here, and I believe another faregate entrance to the B4 level of Hikarie.


Reverse angle shot of the "sub-lobby" going into the station complex.


On the elevator that shuttles from the "sub-lobby" to the street level, we have some tale-tale signage! Notice the new Tokyu route markings. The "TY" Toyoko line isn't stopping here yet!!


On the street level, there are stairs and escalators that are just under the new pedestrian bridge. On the stairs going up, notice the very-temporary looking "TY" sticker for the Toyoko line.

Last edited by starrwulfe; April 15th, 2012 at 04:57 PM. Reason: pic update
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Old April 15th, 2012, 06:00 PM   #3715
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Tokyo Metro 7000 series now testing on the Tokyu Toyoko line

I drove past Motosumiyoshi Yard on Saturday and saw Tokyo Metro train 7115F staring me in the face... Couldn't get a good shot of it from the car, but luckily the Freepass-Nikki Blog guy also lives near the yard, so I knew he got shots of it!


He says he has no idea when it showed up, but he just wandered over there and there it is on track 23. It's an 8 car train, and one of the oldest now in Tokyo Metro's fleet; it was manufactured around 1976! I actually rode this train a few days ago on the Tojo line, and took note of this; it's been refurbished, but still has operating CEILING FANS!


He noticed the lights were on, so he ran over to the crossing just underneath the station and caught it pulling out onto the line for testing that day.


The destination sign reads Train run 91K, 試運転 (Test Run)



He caught some really good shots of it crossing over the Tsurumi river just south of Tsunashima station as well. I assume he must ride a motorbike to get around these trains so fast (or just knows the testing schedule really well maybe.)

OK, so since they're gonna operate TM-7000 series trains, what happens to the Tokyu 9000 series trains then? I try to look into the cabin of all the trains now to see if platform monitors and door switches have been installed on the motorman's dashboard--a good sign that the train will run in one-man operations on the Fukutoshin Line. No 9000 series trains have this installed yet... but there's still at least 3-4 more months to go...
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Old April 16th, 2012, 06:10 AM   #3716
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You'll notice the lack of squealing on the tracks; those steerable bogies are working their magic.
Yes, I suspect we may see these eventually deployed on the Marunouchi Line, and perhaps some other lines as well. Thanks for the updates.
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Old April 16th, 2012, 06:10 AM   #3717
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The remainder of the rush hour vids, focusing on JR in the Tōkyō area:

Morning rush hour at JR Shinjuku Station:
Fun to watch the lead platform staff with the microphone running back and forth between the Yamanote Line and Chūō Local Line.



Morning rush hour view onto Tamachi Station.
JR Yamanote Line, Keihin-Tōhoku Line, and Tōkaidō Line, plus some Shinkansen action. This is actually shot from a school classroom, so these students get a fantastic view.



Evening rush hour at JR Shimbashi Station:

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Old April 16th, 2012, 06:11 AM   #3718
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Akihabara Station
Not sure if this is officially rush hour, but in any event, this is what happens to the Keihin–Tōhoku Line when there’s an accident on the Yamanote Line.



Chūō Rapid Line, post-evening rush at Shinjuku (commuter rapid for Ōme). Major entertainment and retail districts like Shinjuku, Shibuya, and Ikebukuro also happen to be the key terminals for many of the JR and private railway lines, and have an “extended rush” that continues into the evening, as a lot of people head here for dinner or a drink after work.



Post-evening rush, JR Shinjuku Station faregates.
Not hard to understand why JR East pushed for such a high response time standard with FeliCa.

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Old April 16th, 2012, 03:11 PM   #3719
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Yes, I suspect we may see these eventually deployed on the Marunouchi Line, and perhaps some other lines as well. Thanks for the updates.
I'd LOVE to see steerable bogies on the Hibiya line--especially between Nakameguro and Kasumigaseki. The curves between Hiroo and Roppongi make the train sound like Tony Hawk is in the tunnel doing grinders for miles...
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Old April 16th, 2012, 03:54 PM   #3720
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A few Tobu Tojo Line Odds n' Ends

The Tojo line's interface with Tokyo Metro's Fukutoshin line is at Wakoshi station. Here we saw last time that they were preping platforms 2 & 3 which service the Fukutoshin line trains before they either jump into the Tojo line in thru-routing or turn around at Tokyo Metro's Wako yards immediately west of the station.

Well sometime over the weekend, this happened...

They've installed the platform gates themselves, but they aren't turned on yet. It's only on the outbound side (track 2); track 3 still has steel plates covering the prep work.

Also last week I rode this:

Another new Tobu 50070 series train, 50177F. It must've just rolled off the assembly line because it had "new train scent"!


Like the others in this series, it too will be used on thru-routing with the Fukutoshin/Toyoko/Seibu Ikebukuro lines. They've also switched over to putting 17" LCD message boards over the doors instead of the LED scrollers.

Last edited by starrwulfe; April 16th, 2012 at 04:01 PM.
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