JAPAN | Urban Transport Compilation

[quashlo]

Groundwater is an issue, especially when you need to build deep like you generally do in Tōkyō… For one example, there were serious issues with groundwater uplift impacting the underground Sōbu Line platforms (Level B5) at Tōkyō Station.

Anyways, it's a bit difficult to compare projects in different places, as a lot simply depends on the local conditions... You’ve got to make sure that you’re comparing comparable things. Aside from the things already mentioned, here’s a few more factors to consider:

• Tunnel diameter: Most systems in Tōkyō and Japan are powered by overhead to ensure compatibility with existing lines and allow for through-servicing. As a result, this generally requires larger tunnel diameters.
• Station spacing: Not specific to Japan, but important to consider when you are trying to compare across different projects. Particularly for short lines, the number of stations can become a large contribution to the total construction cost.
• Station size: Full-length trains are usually around 200 m. Combine with the occasional need to provide passing tracks or additional platforms to allow for cross-platform transfers or limited-stop service, and the need to interface with existing stations (some of which can be fairly extensive and deep), and the resulting volume of total space underground can be quite large.
• Water crossings: Again, not specific to Japan, but important to consider when trying to compare across multiple projects.

Here’s two projects, both in Yokohama, that easily illustrate just how much the cost can vary from one project to another:

Yokohama Minato Mirai Line
6 new stations
4.1 km
Large, deep stations (including two at Level B5)
Multiple water crossings
¥260 billion (¥63 billion per km)

Yokohama Municipal Subway Green Line
10 new stations
13.1 km
Linear-motor “mini-subway”, small trains
¥245 billion (¥19 billion per km)

Anyways, there's a good sample of recent metro projects globally here:
http://pedestrianobservations.wordpr...ruction-costs/

You’ll see that the costs in Tōkyō are maybe slightly on the higher end of the spectrum, but aren’t vastly different from the projects list for the UK or Germany, and cheaper than the New York projects cited. When you consider the other factors mentioned previously like seismic design considerations, a large amount of existing underground infrastructure, etc., I don't think we can really describe the costs as "astronomical". There are also many projects elsewhere in Japan that are much closer to the ¥20 billion per km number, like the Sendai Municipal Subway Tōzai Line and Hanshin Namba Line.

[quashlo]

New Yotsubashi Line extension surfaces as possible alternative to Naniwasuji Line
http://www.nikkei.com/news/local/art...E2E2EBE0E0E4E5

　大阪府市統合本部の地下鉄改革プロジェクトチーム（ＰＴ）は７日までに、大阪市内を南北に走る市営地下鉄四つ橋線を延伸し、北を阪急電鉄、南を南海電鉄と接続して、新大阪―関西国際空港間を直結する新たな鉄道網構想をまとめた。同区間については「なにわ筋線」構想があるが、費用を抑えられる可能性があるという。統合本部は今後、阪急や南海に協力を求める方針。

　ＰＴは８日に開く府市統合本部の会合で新構想を提示する。新構想が実現すれば、京阪神各地から関空へのアクセスが改善する。ただ市営地下鉄と阪急、南海はレール幅や給電方式が異なるうえ、事業費の負担割合など課題は山積している。

　関係者によると、ＪＲ大阪駅北側の再開発地区「うめきた」に、四つ橋線西梅田駅と阪急十三駅を結ぶ延伸路線「西梅田・十三連絡線」（約2.9キロ）を敷設する。阪急電鉄が国から事業認可を得ながら着工を凍結している十三―新大阪間の「新大阪連絡線」（約２キロ）が完成すれば、四つ橋線は新大阪のほか京都・神戸方面にもつながる。

　南海電鉄とは、なんば駅での接続を想定。ただ高架を走る南海と地下鉄を接続する必要があるうえ、四つ橋線と南海線はレール幅など仕様が全く異なる。異なるレール幅に対応できる新型車両の投入を議論し、相互乗り入れが難しい場合は、ホームを隣接させるなどして乗り換えを容易にすることを検討する。

　事業費の見通しは西梅田・十三連絡線が約950億円、新大阪連絡線は330億～400億円。南海との接続に必要な事業費は未算定だが、関係者は「（事業費1800億～3200億円とされる）なにわ筋線より安価」と説明している。

　現在、新大阪―関空間はＪＲの特急が走っており、所要時間は約50分。新構想ではこれよりも時間短縮を目指す。着手時期は市営地下鉄を民営化して以降になるという。

Officials in the Subway Reform Project Team, part of the main agency looking at the consolidation of Ōsaka City and Ōsaka Prefecture, proposed a new plan to extend the Ōsaka Municipal Subway Yotsubashi Line, tieing into both the Hankyū and Nankai networks and creating a direct connection from Shin-Ōsaka and Kansai International Airport (KIX). The proposal is intended to be a cheaper alternative to the Naniwasuji Line, which would build an entirely new subway line from Shin-Ōsaka to Namba, where it would connect into the JR Hanwa Line and Nankai Main Line to reach KIX.

The plan involves constructing the Nishi-Umeda – Jūsō Link, a 2.9 km connection between the Yotsubashi Line’s Nishi-Umeda Station and Hankyū’s Jūsō Station. If the Shin-Ōsaka Link, a 2 km connection between Jūsō and Shin-Ōsaka that Hankyū already has government approvals for but is currently on hold, kicks up again, it will allow Yotsubashi Line trains to run to Shin-Ōsaka or destinations on the Hankyū network including Kyōto and Kōbe.

The southern connection into the Nankai Line is a bit more complex, as Nankai Namba is an elevated station, and the Nankai network is narrow-gauge, while Hankyū and the Yotsubashi Line are standard gauge. Officials are looking at the possibility of variable-gauge trains for the service, but will settle for a cross-platform transfer if that idea proves too difficult. There’s also the other (significant) design issue related to current collection, as the Yotsubashi Line is powered by third rail while both Hankyū and Nankai use overhead lines.

In terms of cost, the Nishi-Umeda – Jūsō Link is estimated at approx. ¥95 billion and the Shin-Ōsaka Link at approx. ¥33 billion to ¥40 billion. The cost of the Nankai connection is uncertain, but officials say the overall cost of the project can still be kept under the estimated cost of the Naniwasuji Line (¥180 billion to ¥330 billion).

I suspect that today’s urban planners in Ōsaka must be kicking themselves for the mistakes of the past… They designed the municipal subway to function as a completely independent system from the private railways... In reality, they would have been much better off staying out of the subway business and letting the private railways extend all the way through central Ōsaka, or designing the subway network to be 100% compatible with the private railways (just like Tōkyō). They’ve also whittled away a lot of money on some questionable projects (the Imazatosuji Line comes to mind immediately).

[quashlo]

Upgrades to JR Hiroshima Station stalling
http://www.nikkei.com/news/local/art...E2E2EBE0E0E4EA

　ＪＲ広島駅周辺の整備計画が混沌（こんとん）としている。広島電鉄が駅前南口で計画する新路線「駅前大橋線」は、広島市が提示したＪＲの駅に乗り入れる際の構造を巡り選定が難航。北口ではバス、タクシー乗降場などを巡り、市の再編案に業界団体が難色を示す事態が起きている。



■距離と時間短縮

　「広島電鉄の広島駅前新線計画は全国でも注目度が高い」。４月14日、超党派の国会議員で構成するＬＲＴ（次世代型路面電車）推進議員連盟は広島駅周辺を視察し、議連として、新線の設置を支援していくことに意欲を示した。議員視察には広電やＪＲ西日本広島支社などの幹部が広電の路面電車に同乗。市中心部の町並みや交通体系について説明した。

　広電が新線を計画するのは市中心部と広島駅南口を結ぶ路線の時間短縮を図るためだ。現在は、広島駅に向かう際、東側に大きく迂回（うかい）しているが、路面電車のため駅周辺でのバスやタクシーなどの混雑に巻き込まれやすい。広島駅に直線で進む新線を設置し、稲荷町の電停から広島駅までの距離を現行の800メートルから200メートル短縮、市中心部からの所要時間も15分程度を約５分短縮したい考えだ。

　広島市は2010年８月、駅前南口の再整備計画を話し合う検討委員会を設置。道路上を通る「平面案」（事業費30億円）、南口地下広場の下を通る「地下案」（同250億～300億円）、南口広場に高架を設置して駅ビルの２階部分に上る「高架案」（70億～100億円）を提示している。

　平面案は事業費が最も少なく抑えられるというが、タクシーやマイカーなどを含めた駅前の交差点が混雑することが想定される。高架案は路面電車が斜面の走行に耐えられるかが課題を残す。地下案では設計が可能かどうかの判断も必要となる。

　広電の越智秀信社長は「高架案は急勾配で上れないし、平面は渋滞を招く可能性がある。可能なのは地下案だけだ」と強調。事業費も140億円と想定している。一方、ＪＲ西日本広島支社の杉木孝行支社長は「広島駅のメーンの乗り換えの動線は２階のため、（高架化案が）有効だと考えている」と話している。

　広島市道路交通局公共交通計画担当の品川弘司課長は「３案が技術的に可能かどうかを検討している」としており、今夏にも技術的な検証結果を提示する予定。事業者からは広島の街のあり方に大きな影響があるにもかかわらず、結論が出ないまま月日がたってしまったことだけに「早く結果を出してほしい」との声が高まっている。

■北口でも課題

　北口の交通計画も難航している。現在、北口は西側がバスとマイカー、東側がタクシーの広場だが、西側をバスとタクシーに東側をマイカー専用に再編する計画。だが、業界団体は市に「接触事故などの安全面の課題が多い」との要望書を提出した。

　北口では「二葉の里地区」の開発、南口でも大型の商業施設やマンション開発の計画も進む。これら再開発のあり方も新しい交通体系の影響を大きく受けるだけに、その整備を急ぐ機運は一層の高まりを見せている。

（広島支局　花井悠希）

At the South Exit of the station, there is some dispute over how to integrate the new Hiroshima Electric Railway (Hiroden) alignment into the JR station. The current Hiroden route takes a substantial detour that unnecessarily increases travel distance and travel time, with trams getting stuck in all the bus, taxi, and car traffic. Hiroden wants to build a new alignment via the main bridge on the south side of the station, allowing for a straight shot in that shaves 200 m of the one-way travel distance and a whole 5 minutes off the journey between Hiroshima Station and the center of the city.

Currently, there are three options on the table: a surface-street option (¥3 billion), an underground option beneath the South Exit underground plaza (¥25 billion to ¥30 billion), and an elevated option into the second level of the station (¥7 billion to ¥10 billion). The surface-street option is cheapest, but offers the least benefit, as trams will still be stuck in street traffic. An elevated option would present potential grade issues for the trams, while there are obvious design and engineering issues to be considered with an underground alignment.

Apparently, Hiroden is set on an underground alignment, which it estimates to cost ¥14 billion. JR West, on the other hand, is pushing for an elevated alignment, as main on-foot circulation through the station occurs at the second level of the station anyways. The lead agency on the city side will announce the results of its feasibility studies on the three options this summer.

At the North Exit of the station, there’s also some issues related to plans to redesign the North Exit station plaza.

Scenes at Hiroden Hiroshima Station.
This would make for an interesting elevated station…

[starrwulfe]

Originally Posted by quashlo

I suspect that today’s urban planners in Ōsaka must be kicking themselves for the mistakes of the past… They designed the municipal subway to function as a completely independent system from the private railways...

You better believe they are. Back in my Osaka days (2000-04) I met some Osaka Transportation Board workers who were planners on the then under construction Imazato-suji line. I asked them out of all the subway lines in the city, only the Sakai-suji line connect to a private operator (in this case, Hankyu) to provide for thru-servicing?) The answers were convoluted but they all agreed money was the main factor-- mainly the financing schemes involved. Hankyu kicked in a third of the money for the Sakai-suji line's construction, and there was talk at one time about having JR themselves do thru-servicing on the Yotsuyabashi line from Namba to Osaka station, but JR balked (it was the beginning of turning from JNR to JR West at the time, from what I've been told) thus the current situation.

Still, think how Osaka would've become different if there were Toyko style through running. For example, perhaps Kintetsu's Osaka line would branch from Yao somewhere and feed into the Sennichimae line. Or the Tanimachi line would handle Nankai trains... Interesting to think about indeed.

[k.k.jetcar]

Compared to Tokyo, the relations between JR/JNR and the private railways in Kansai have always been more adverserial/competitive (most private railways in Kanto adopted 1067mm gauge b/c they interchanged freight with JNR). The idea of interline running or interchange of freight had no strong tradition with the Kansai Railways essentially being street railways evolved into interurbans (Nankai and Kobe Dentetsu excepted), and then you had the municipal subway stuck in the middle.

*As for the Yotsubashi Line, just extend it and allow cross platform transfers with Hankyu and Nankai. Forget variable gauge (what a potential headache). There already is JR West Haruka for people coming from farther out in Kyoto and Shiga. I don't think Mayor Hashimoto would be too keen on building a brand new subway line when existing lines could be linked.

[Gag Halfrunt]

Designing trains that run on both third rail and and overhead power isn't much of a problem, at least not compared to variable gauge, so through-running between the Yotsubashi Line and Hankyu lines should be possible. (The English Wikipedia said the Yotsubashi Line had overheard power but the Japanese Wikipedia said third rail, so I took the liberty of changing it on the English Wikipedia entry.)

Here in the UK we have plenty of EMUs that switch between 750 V DC third rail and 25 kV AC overhead, and some of them were even made in Japan.

[quashlo]

Yeah, I'm just curious about whether the tunnels on the Yotsubashi Line provide sufficient clearance... It seems like a bored tunnel would probably leave enough clearance for a (folded) pantograph, but not sure about any cut-and-cover sections. I suppose they could drop the ceilings of the trains a bit, though. The overall proposal is still interesting, and would make better use of the Yotsubashi Line, which was primarily built to relieve the Midōsuji Line. The few times I've ridden it, I haven't been impressed, and it only carries a few hundred thousand riders a day, if even that.

Regarding variable-gauge trains, from a railfan perspective I'd love to see how a rapid transit implementation would work... There's at least two potential applications in the Kantō area (Kamakama Line and Kawasaki Subway / Keikyū Daishi Line).

Originally Posted by starrwulfe

The answers were convoluted but they all agreed money was the main factor-- mainly the financing schemes involved. Hankyu kicked in a third of the money for the Sakai-suji line's construction, and there was talk at one time about having JR themselves do thru-servicing on the Yotsuyabashi line from Namba to Osaka station, but JR balked (it was the beginning of turning from JNR to JR West at the time, from what I've been told) thus the current situation.

The funny thing is, in the earlier years, the private railways were proactive about lobbying for extensions into central Ōsaka. Both Ōsaka and Tōkyō were reluctant to let the private railways further into the center of the city, but Tōkyō was smart enough to see the problems with this policy and correct the issues in a creative way... The lines inside the Yamanote Line were still all public, but everything after the Marunouchi Line was designed to be compatible with lines outside the Yamanote Line.

Ōsaka didn't abandon its "Monroe Doctrine" until it was too late, and is now left with an outcome partially anti-thetical to its original goal. It eventually acquiesced and permitted non-municipal railways further into the city with Kintetsu's extension to Namba, the JR Tōzai Line, the Keihan Nakanoshima Line, and the Hanshin Namba Line (which actually duplicates a good portion of the Sennichimae Line and renders it somewhat useless).

[quashlo]

Ōsaka Municipal Subway to be privatized by FY2015
http://www.nikkei.com/news/headline/...E09391EAE2E2E2

大阪府と大阪市の府市統合本部は８日の会合で、橋下徹市長の選挙公約だった市営地下鉄の民営化を2015年をメドに実現する方針を決めた。府市は今後、民営化に向けて必要な地下鉄の資産評価や組織づくりなどの作業に着手。サービス向上へ向けて、関西の私鉄各社と比べて30～40分早い終電時間を、民営化に先立つ13年春ごろから延長することも決めた。

市営地下鉄は一日平均約230万人が利用し、10年度は246億円の黒字を出した。この日の会合で市の担当職員は、地下鉄が高い収益力を持つ一方で、乗 客が年々減少し、他の都市の地下鉄と比べて高コスト体質だと報告。関西圏の経済成長のためにも民営化による地下鉄改革が必要との考えで一致した。

統合本部が示したスケジュールでは、15年の民営化に向け、12年中に地下鉄の資産査定、関連会社の整理、必要な法整備のあり方などの検討を開始。民営化に伴って一括での返済が求められる可能性がある企業債について、低利での借り換えを金融機関などと交渉したうえで、14年春ごろに民営化後の新会社の骨格を固める。

その後、市議会の承認手続きなどに約１年の準備期間を充て、新会社に移行する計画だ。民間出身で４月に就任した藤本昌信交通局長は会合後、「示された計画にそってスケジュールを組んでいく」と述べた。

一方、会合では、夜間の乗り継ぎをスムーズにすることなどを目指し、私鉄やＪＲより早い終電時間を民営化に先立って延長する方針も決めた。

統合本部は、始発列車用に深夜に回送している車両を終電として活用する案を提示。例えば、御堂筋線の梅田駅から新大阪駅まで乗る場合の終電は現在の午後11時54分から午前０時20分にする。ただ、この方式で終電を延長すると、年数億円の追加費用が必要という。

一方、統合本部は初乗り運賃を20円下げる引き下げ案も複数検討している。

On 2012.05.08, the Subway Reform Project Team also published a midterm report detailing a plan to privatize the Ōsaka Municipal Subway by FY2015. In preparation for privatization, the plan also calls for reducing the fares and extending late-night service another 20-30 minutes to 00:10 and 00:20, bringing service on the subway more in line with JR and the private railways in the Ōsaka area. This year, work will begin on asset evaluation and creation of the necessary legal framework to allow for privatization. The method of privatization has yet to be decided, with potential options including 100% ownership by Ōsaka City or a more liberal scheme that splits ownership with the existing private railways.

Late-night service will be extended in April 2013, followed by the fare cuts in April 2014. The fare cuts would bring the base (minimum) fare of ¥200 down by ¥20, reducing the Transportation Bureau’s annual fare revenue by approx. ¥6 billion. The extended late-night service would also increase annual expenses by several billion yen.

[eX.A.K.R.]

Hey guys, perhaps out of the random but...

I wonder how many of you here has played Pokémon Black and White. In Anville Town (Kanawa in the Japanese versions) in the game, there is a character there that talks about a different type of train car that runs on the Battle Subway system in the game every day. Looking at the models of the trains portrayed, it seems like Game Freak (the maker of the games) based them off actual Japanese trainsets. The problem is, which train is which? Does anyone know?

[k.k.jetcar]

Based on screenshots, they seem to be generic designs somewhat based on the JR East E231 series, but shrunk to two doors/side.

[quashlo]

Hankyū breaks ground on renovation of Umeda Station
http://sankei.jp.msn.com/economy/new...3320058-n1.htm

　阪急電鉄は１０日、阪急梅田駅（大阪市北区）のリニューアル工事に１４日に本格着手すると発表した。２年前から先行しているＪＲ西側との連絡通路の工事と合わせて、総額約３６億円を投じて平成２７年３月の完成を目指す。昨年５月に大規模改装し、開業１年で約１億３千万人が訪れた隣接の「大阪ステーションシティ（ＯＳＣ）」に対抗する。

　改装するのは、待ち合わせ場所として親しまれている「ＢＩＧＭＡＮ前広場」など８つのゾーンで、約１万２千平方メートル。旧阪急梅田駅からの移転工事が完了した昭和４８年以来、約４０年ぶりの大規模工事となる。

　照明には、省エネのため発光ダイオード（ＬＥＤ）を全面採用。現在比で約３分の１の電力削減効果を見込むとともに、落ち着いた温かみや濃淡のある光で空間を演出する。壁や天井などの内装も一新する。

　一方、すでに着工している駅周辺では、複合商業ビル「阪急グランドビル」の１、２階部分を拡張して店舗数を増やすほか、飲食店中心の「阪急３２番街」（２７～３１階）を改装し、８月中旬に完成する予定。１１月下旬には阪急百貨店新梅田本店が増床オープンする。

On 2012.05.10, Hankyū Corporation announced that it will break ground on a renovation of its Ōsaka terminal, Umeda Station. Together with the construction for the connecting passage with JR West’s Ōsaka Station that began two years ago, the railway will invest approx. ¥3.6 billion in the renovation, with a target completion date in March 2015. The renovation of Hankyū’s terminal follows the completion last May of the large-scale renovation of Ōsaka Station into “Ōsaka Station City”, which has seen a cumulative total of 130 million visitors in its first year.

Eight different zones inside the station comprising a total of approx. 12,000 sq m will be renovated, including the station’s inner and outer concourses and the “BIGMAN Square” popular as a meeting spot. This is the first major renovation of the station in over 40 years (the last was in 1963 when the relocation of the station to its present location was completed). Lighting will be converted to LEDs, reducing electricity usage by about one-third. Walls and ceilings will be spruced up, and signage will be replaced with new four-language signs. The platforms, however, will remain unchanged.

Hankyū’s other projects in the area are also proceeding apace, including the expansion of the first and second floors of the Hankyū Grand Building (mixed-use commercial building) with additional stores and renovation of the 27th through 31st floors of Hankyū 32-bangai (a restaurant arcade), scheduled for completion in mid-August. The expansion to Hankyū Department Store’s Umeda flagship store will also open in late November.

Render of the BIGMAN Square:


I’ve neglected to post anything for a while now, but work on the platform canopies at Ōsaka Station is nearing completion… As mentioned before, they settled on a replacement using glass instead of a complete removal. Here’s a video from a few months agao (2012.03.29):



Overall, not bad (at least from above), although it (clearly) clashes with the end sections… I almost wish they’d extend the glass all the way now instead of a half-half solution, but oh well. I’ll probably post some pics later if I get a chance.

[Woonsocket54]

Originally Posted by quashlo

Upgrades to JR Hiroshima Station stalling
http://www.nikkei.com/news/local/art...E2E2EBE0E0E4EA



At the South Exit of the station, there is some dispute over how to integrate the new Hiroshima Electric Railway (Hiroden) alignment into the JR station. The current Hiroden route takes a substantial detour that unnecessarily increases travel distance and travel time, with trams getting stuck in all the bus, taxi, and car traffic. Hiroden wants to build a new alignment via the main bridge on the south side of the station, allowing for a straight shot in that shaves 200 m of the one-way travel distance and a whole 5 minutes off the journey between Hiroshima Station and the center of the city.

Currently, there are three options on the table: a surface-street option (¥3 billion), an underground option beneath the South Exit underground plaza (¥25 billion to ¥30 billion), and an elevated option into the second level of the station (¥7 billion to ¥10 billion). The surface-street option is cheapest, but offers the least benefit, as trams will still be stuck in street traffic. An elevated option would present potential grade issues for the trams, while there are obvious design and engineering issues to be considered with an underground alignment.

Apparently, Hiroden is set on an underground alignment, which it estimates to cost ¥14 billion. JR West, on the other hand, is pushing for an elevated alignment, as main on-foot circulation through the station occurs at the second level of the station anyways. The lead agency on the city side will announce the results of its feasibility studies on the three options this summer.

At the North Exit of the station, there’s also some issues related to plans to redesign the North Exit station plaza.

This will solve the issue for trams #1, #2 and #6, but will tram #5 still use the existing alignment after the new route is built? Tram #5 joins the existing alignment to the east of Matobacho station, so using the new route would be more of a detour and the existing approach would save time (tracks are less busy if they are only served by one route instead of four).

[quashlo]

The easiest solution would be to retain that section just for Line 5, but given all the traffic, perhaps they will try and move Line 5 off that alignment and connect it into the new alignment at the first intersection south of the main bridge, even it increases the cost a bit. The current alignment uses one of only two main roads to allow access across the tracks (and the other one is on the west side of the station).

[Woonsocket54]

I hope they do the underground thing. If I am not mistaken, Japan might be the largest developed country without light rail ever running underground (even China has it in Changchun, and Russia in Volgograd).

[quashlo]

No, I suppose not... Although it's debatable whether an underground Hiroden alignment on this section will really change anything either, as we'd only be talking about 100 m or so that would actually be underground.

The closest thing to "underground light rail" is probably the Keihan Keishin Line, an interurban line whose aboveground segment in central Kyōto City was replaced by the (underground) Kyōto Municipal Subway Tōzai Line. The Keihan trains are 100% high-floor stock to ensure compatibility and allow through-service with the Tōzai Line.





It's still somewhat a matter of nomenclature, though, since most of Japan's major private railways evolved from interurbans and may have qualified as some form of "light rail" today if they hadn't implemented the more drastic changes like platform extensions, rolling stock upgrades (larger, longer cars), and quadruple-tracking. Perhaps a bit hard to imagine, but this is, in some ways, the predecessor to today's Den'en Toshi Line:

[quashlo]

Found this on YouTube...
They're clips from anime that feature trains. Just ignore the slow-mo replays and slightly corrupted sound.
There's plenty more on the same channel.

Odakyū trains from 秒速5センチメートル:



Keisei trains from 時をかける少女:



Tōkyū 8590 series on the Tōyoko Line:



Exploring the former ROW of the Tōkyū Kinuta Line:

[k.k.jetcar]

I hope they do the underground thing. If I am not mistaken, Japan might be the largest developed country without light rail ever running underground

The term "light rail" is an American invention, apparently coined in the 1970's, and can be considered as much a political term as a technical one, as it describes a form of transport is rail based, with its political glamour but costing less than a subway or elevated transit system. Japan continued to develop its interurbans to the point where they essentially the same as main line trains, furthermore there is less of a differentiation between "metro" lines and main line railway/suburban lines, and indeed in many cases are one in the same, especially in Tokyo. Applying North American terms to Japanese railway practice can be problematic in this way.

[hakubi]

On the Keishin Line, is that just water being sprayed on the rails to lessen wear?

[quashlo]

It's to reduce the track noise... The Keishin Line has some of the sharpest curves and steepest grades (close to 7%) in Japan for a traditional railway (i.e., not a funicular, rack / cog, etc.).

These Keihan trains are actually some of the most expensive stock in Japan because the Keishin Line and Tōzai Line are so vastly different from each other—one a street-running tram with the curves and gradients of a mountain railway and one a modern subway line with all the fixings (platform doors, ATO, etc.).

[quashlo]

Kinki Sharyō receives order for Sendai City Subway Tōzai Line trains
http://www.kinkisharyo.co.jp/ja/news/news120502.htm

　当社は、仙台市交通局殿より、新型車両２０００系１５編成６０両を受注しました。

　２０００系は平成２７年度開業予定の東西線に対応した車両でリニアモーターを採用しています。東日本大震災の復興のシンボルとして、次世代に向けた飛躍のメッセージをこめ、より快適で安全な車両製作を目指します。

This bit of news was lost…
This is an order for 15 trains (60 cars) of the new 2000 series for the Tōzai Line, which is slated to open in FY2015. This is a linear motor “mini-subway” very similar to the Yokohama Municipal Subway Green Line.