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Old October 15th, 2012, 10:21 PM   #4021
quashlo
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Sumitomo, Mitsubishi Heavy Industries receive ₯21 billlion contract to upgrade Jakarta commuter rail network
http://www.nikkei.com/article/DGXNAS...2A011C1TJ1000/

Quote:
 住友商事と三菱重工業は10日、インドネシアの鉄道の改修事業を受注したと発表した。ジャカルタ近郊の幹線鉄道の電化や日本式信号システムへの置き換えで、受注総額は約210億円。日本式信号システムの輸出は初めてで、将来の延伸や改修の際の受注優位につながる。日本とインドネシア政府間の円借款の対象案件で官民一体の受注活動が奏功した。世界で拡大する鉄道需要の取り込みに弾みがつきそうだ。

 インドネシア運輸省鉄道総局から受注した。ジャカルタ近郊の約32キロメートルの路線が対象。長距離の幹線鉄道と都市近郊型路線の共用路線を分離して複線にするために必要な鉄道の電化をするほか信号システムを置き換え、変電所なども設置する。年内にも着工し2016年末の完成を見込む。

 架線などハードとダイヤなどソフトの両面を日本式に置き換える。日本式が評価されたのは、架線の増設がしやすいほか、遅延などの際のダイヤが組み替えやすいといった利点があるため。既存の鉄道を運行しながら夜間の限られた時間に工事を進められる点も受注成功の要因となった。これまで海外では欧米の信号システムが採用されており、新設の鉄道路線以外は日本勢の受注が難しかった。

 住商が契約など商務面を、三菱重工が設計など技術面をとりまとめる。設置する機器の全てに日本メーカー製を採用する見通しだ。

インドネシアと日本の政府間では「ジャカルタ首都圏投資促進特別地域(MPA)」構想を進めている。鉄道や道路、発電所などインフラ事業が中心で総額約3兆円。うち約1兆円で日本勢の受注が見込まれる。
Contract involves electrification of 32 km of mainline track and conversion to Japanese signaling systems.

Sumitomo Corporation press release: http://www.sumitomocorp.co.jp/news/2...10_150003.html
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Old October 15th, 2012, 10:23 PM   #4022
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Marubeni, Nippon Sharyō, and Tōshiba win Venezuela train order
http://www.marubeni.co.jp/news/2012/121010.html

Quote:
丸紅株式会社(以下「丸紅」)は、日本車輌製造株式会社(以下、「日本車両」)および、株式会社東芝(以下、「東芝」)と共同で、ベネズエラ国鉄(Instituto Ferrocarriles del Estado)より近郊型電車13編成(52両)の供給案件を受注致しました。車両部分は日本車両、電機制御部分は東芝が担当し、完成車両を納入するものです。納期は30ヶ月を予定しています。

丸紅は、1992年と2004年の2度にわたる受注契約により、イタリア、ベネズエラ企業との国際コンソーシアムの一員として、ベネズエラ国鉄に対し、首都カラカス市と近郊衛星都市クアを結ぶ42km(2006年営業運転開始、複線交流電化路線)の路線に、日本車両と東芝製の車両13編成(52両)を供給し、また、車両保守工場・基地設備、信号・通信・駅内サービス関連設備、予備品を納入しております。本案件は、同路線への増備車両の納入であり、丸紅の鉄道プロジェクトにおける機器調達、プロジェクトマネージメント・ファイナンス組成能力と、日本車両・東芝の優れた設計、高い技術力、既存車両の性能が客先に高く評価され、今回の受注に至ったものです。

本案件は、カラカス近郊における慢性的な交通渋滞解消を目的としており、ベネズエラ国鉄の乗客輸送能力を大きく改善することが期待されています。
ベネズエラ・ボリバル共和国では13,000kmの国家鉄道網整備計画が進められており、丸紅はこれまでの実績を強みに、今後の新線計画においても受注獲得を目指すと共に、同国の更なる経済発展に貢献していきます。

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Old October 15th, 2012, 10:23 PM   #4023
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JICA may fund Pune metro
http://articles.timesofindia.indiati...-metro-project

Quote:
PUNE: The Pune metro project is likely to get financial assistance from the Japan International Co-operation Agency (JICA), a Government of Japan enterprise.

"Overseas Development Assistance, also called ODA, from Japan has been availed for metro projects in Delhi, Mumbai, Kochi, Chennai, Kolkata and Bangalore. The Rs 2,593-crore mass transit project in Pune, modelled on the Delhi Metro Rail Corporation, will get contributions from the Centre and will be funded by the Pune Municipal Corporation and the state government. The Special Purpose Vehicle, called the Pune Metro Rail Corporation, can approach JICA to avail funds for the project," said a senior state official involved in the process of project approval.

The official said that 64.536 billion Japanese Yen have been availed so far for metro projects in Indian cities. These funds are released through the Union urban development department.

"The state issued a government resolution (GR) last month that set the Pune metro project in motion. The GR proposes fares for the 12 legs of the metro in 2014-15. The highest fare would be Rs 24 for a distance of 30 kms. If the fare rates are to be controlled, construction cost has to be restricted. The Japan assistance will help in both ways," said a state official.

Meanwhile, the civic body has requested the state to appoint a high-powered committee, headed by the chief secretary, to ensure smooth implementation of the project. The state wants to complete the construction of the metro on the Vanaz-Ramwadi-Chandannagar route in the next three years. A separate line will go to the Pune airport. The metro will have its main depot at Kothrud.

A government communique had earlier declared the metro project as "urgent". It said the PMC has been appointed as the "executive body" to take decisions about the project till the SPV is formed. The project requires 18.44 hectares of land to construct the depot and metro stations. Not much land would be acquired for the project as the roads on which the metro will run are about 30 metre wide.
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Old October 15th, 2012, 10:28 PM   #4024
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Nagasaki City shelves streetcar realignment into proposed transit mall for Nagasaki Station
http://www.nagasaki-np.co.jp/kiji/20121013/01.shtml

Quote:
新幹線開通に向け長崎駅周辺土地区画整理事業を進める長崎市が、路面電車を新駅舎に引き込む計画を廃止する方針を固めたことが12日、関係者への取材で分かった。路面電車を運行する長崎電気軌道が「市民の利便性を損なう」として乗り入れに難色を示しているためで、市は新駅舎と電停をつなぐ別の方策を検討する考え。

 同事業は、新駅舎を西側(浦上川方面)に150メートル移動させ在来線と新幹線が乗り入れる。新駅舎は国道から約200メートル離れるため、この間に「トランジットモール線」(長さ150メートル、幅18メートル)と呼ばれる空間を整備し路面電車を引き入れる計画だった。

 市長崎駅周辺整備室によると、2008年12月の都市計画決定時は、駅を発着点に路面電車の新系統をつくる構想だった。しかし長崎電気軌道によると、長崎駅の電停で乗降するのは観光客が多く、市民の大半は同駅を通過している。同駅発着の系統を新設すれば既存の1系統(赤迫-正覚寺下)と3系統(赤迫-蛍茶屋)を減便せざるを得なくなるなど市民の利便性向上につながらないという。

 同社経営企画室は「既存系統で新駅に乗り入れると10~15分のタイムロスが生じる。系統の新設には車両や人員を増やす必要があるが、新たな投資もできない。当初から乗り入れる意思はなかった」としている。

同整備室は「運行事業者の協力が得られないので乗り入れは難しい。無理ならば駅舎と路面電車の結節を高める別の方策を考えたい」としている。

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Old October 15th, 2012, 10:29 PM   #4025
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Hiroshima Prefectural Police concerned about Hiroden realignment
http://www.chugoku-np.co.jp/News/Tn201210140033.html

Quote:
 広島市による広島電鉄の路面電車の新路線「駅前大橋線」の検討で、同線に接続するために必要となる比治山線の路線変更に、広島県警が難色を示している。「交通渋滞が悪化する」として別ルートが必要と主張。駅前大橋線の在り方の議論に影響する可能性がある。

 県警が問題視しているのは、広島駅と広島港を結ぶ比治山線の駅前大橋線への接続方法。市の検討では、現在の的場町電停付近から駅前大橋線まで、比治山通り上に約200メートル、新たな線路を敷き、現在の猿猴橋町などを通るルートから変更する。

 県警によると、線路を敷く比治山通りは1日2万2千台以上の車の通行がある。高橋若衛交通部長は「電車を通すと車線が減り、混乱を招く」と説明。比治山線の比治山下電停付近から駅前通りに向けて軌道を新設し、稲荷町で駅前大橋線に接続する別の新ルートを提案する。

市は、駅前大橋線の乗り入れ方式を「平面」「高架」「地下」の3案で検討しており、県警、広島電鉄などと協議してきた。年内に3案を絞り込む方針。ただ、比治山線の接続方法の本格的な議論はこれまで行われていないという。

比治山線の新ルートが検討されている比治山通り


的場町電停付近
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Last edited by quashlo; October 15th, 2012 at 10:34 PM.
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Old October 15th, 2012, 10:32 PM   #4026
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MLIT gives approval to Sōtetsu‒Tōkyū Link
http://mytown.asahi.com/kanagawa/new...00001210060002

Quote:
 相鉄線と東急線を横浜市内で結ぶ「相鉄・東急直通線」の着工が決まった。国土交通省が5日、工事施行を認可した。2019年4月の開業を目指す。

 同線は、東急線日吉駅(港北区)と、神奈川区に建設中の新駅・羽沢駅(仮称)を結ぶ約10キロ。ほとんどは道路下などの地下を走る。中間駅は、新横浜や新綱島(いずれも仮称)が予定されている。事業費は1957億円。

 羽沢駅と相鉄・西谷駅(保土ケ谷区)を結ぶ「相鉄・JR直通線」(約2・7キロ)は、すでに工事が進んでいる。両線が開通すると相鉄と東急の直通運転が可能になり、海老名、湘南台方面と都心とのアクセスが向上する。相鉄・二俣川駅から目黒駅までは現在の54分から38分に16分短縮されるという。

 国、県、横浜市の補助を受け、独立行政法人「鉄道建設・運輸施設整備支援機構」が建設。相鉄と東急が利用料を払って線路を借り受け、電車を運行する。

工事中の「相鉄・JR直通線」は15年4月の開業予定。JR東海道貨物線に入り、渋谷、新宿方面に向かえるようになる。
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Old October 15th, 2012, 10:35 PM   #4027
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Ōta Ward establishes fund for Kamakama Line between Kamata and Haneda
http://www.tokyo-np.co.jp/article/to...302000081.html

Quote:
 JRと東急電鉄が乗り入れる蒲田駅と、羽田空港につながる京急蒲田駅とを結ぶ「蒲蒲線」の整備促進に向け、大田区は基金を創設した。本年度は五億円積み立て、来年度以降も積み増していく方針。

 両駅間は約八百メートルあり、蒲田駅と空港はつながっていない。蒲蒲線が実現すれば、池袋、渋谷駅と羽田空港が東急線などを経由して直結される。区は首都圏の多方面と羽田空港を結ぶ新線になるとアピールしている。

 区の蒲蒲線計画は、東急多摩川線の矢口渡駅-東急蒲田駅間と、京急空港線の糀谷駅-大鳥居駅間を地下路線でつなぐ。延長約三・一キロで、一日当たり約四万二千八百人の輸送を想定している。

 建設費は約千八十億円と試算。自由が丘駅から羽田空港へのアクセス時間は十八分、練馬や川越駅からは六~五分短縮される。

 蒲蒲線構想をめぐっては、二〇〇〇年に旧運輸省の運輸政策審議会が「一五年までの整備着手が適当」と答申。区は〇七年から、国や都、鉄道事業者と勉強会を続けている。

松原忠義区長は基金創設について、六月議会で「早期に対応したい」と表明。現在開会中の区議会に積立金を計上した補正予算案を提出し、九月二十八日に可決された。
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Old October 15th, 2012, 10:36 PM   #4028
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Timeline for Saitama Railway extension to be pushed back 5 years
http://www.nikkei.com/article/DGXNZO...01C12A0L72000/

Quote:
地下鉄7号線(埼玉高速鉄道)の岩槻駅への延伸を巡り、さいたま市の清水勇人市長は1日、2012年度内を目標としていた事業着手の時期を延期すると発表した。沿線のまちづくりなどを進めて「おおむね5年後」の着手を目指す。需要予測や採算性などの調査も5年後にやりなおす計画で、延伸区間の開業は25年度頃になる見通しだ。

 清水市長は09年に定めたマニフェスト(政権公約)「しあわせ倍増プラン2009」の中で、12年度末までの事業着手を目標に掲げた。だが市と埼玉県がつくった第三者委員会が今年3月にまとめた報告書で、採算性が厳しい現状にあることが判明。延伸の方向性については12年度前半に明らかにするとしていた。

 市は今後、現在の7号線の終点である浦和美園駅や、延伸後の終点になる岩槻駅周辺など沿線地域を対象に重点的にまちづくりを進める。清水市長は「延伸の検討段階から、地域の成長・発展の実行段階に移行する」と強調。併せて発表した「浦和美園~岩槻地域成長・発展プラン」で、延伸実現に向けて沿線開発の具体的な施策を実行する考えを示した。

 同プランは12~20年度までを対象に、8分野で43項目の方策を挙げた。このうち新規事業は4項目で、今後5年間で約6億円を投じる。イベントの開催や快速バスの運行のほか、市長をトップにした全庁体制の組織や、県や国などとの連携組織を新たに発足させることなどを盛り込んだ。進出を検討する企業向けの見学会を催すなど、情報発信を強化する「プロデュース戦略」も始める。

 新たな事業着手の時期とした「おおむね5年後」の成長目標では、浦和美園地区の定住人口を4000人以上増やして倍増させることや、岩槻地区に観光機能拠点を整備し年間約7万人以上の交流人口を生み出すことなど、具体的な数値目標を挙げた。

 延伸の事業化には、整備費用の3分の1を国が補助する「都市鉄道等利便増進法」の枠組みの利用が欠かせない。今後5年間で同法の要件となる30年以内の累積黒字転換などのハードルを越えられるか。さいたま市の実行力が問われる。



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Old October 15th, 2012, 10:37 PM   #4029
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Renovation and restoration works boost Tōkyō Station ridership by 40%
http://sankei.jp.msn.com/economy/new...2540003-n1.htm

Quote:
赤レンガ駅舎として親しまれてきた丸の内駅舎が開業時(大正3年)の姿に復元され、2度目の週末を迎えたJR東京駅。駅そのものが新たな観光スポットになり、大きな経済効果を生み出している。乗降客数が前年の同じ時期に比べて4割増えたほか、駅舎内のホテルや隣接の百貨店、周辺商業施設も軒並み好調だ。乗り換え客も含め、毎日100万人以上が利用する東京駅を核にした消費拡大に、期待が高まる。

丸の内駅舎は13日も、携帯電話やカメラでドーム屋根などを撮影する観光客らでにぎわった。JR東日本の冨田哲郎社長は前日の定例会見で、東京駅の近距離切符の扱いが前年よりも4割増えたと説明。「まだ1週間ちょっとだが、経済的な面でも効果が出ている。東京スカイツリーとともに、存在感を増してもらえれば」と期待を示した。

 駅舎内にあるJR東日本グループの東京ステーションホテルも、1泊80万円以上の最高級の「ロイヤルスイート」にも予約が入る好調な滑り出しだ。

 周辺商業施設も、東京駅効果で販売を伸ばしている。三菱地所によると、丸の内の「新丸ビル」の1~8日までの施設売上高は前年同期比23%増、「丸ビル」も14%増だ。来客者の増加を各店舗が実感しているという。

 百貨店は、東京駅八重洲口に隣接する大丸東京店の来店客数が、5日の開店後最初の週末に前年同期比ほぼ2倍、その後も平日の売上高が同60%増で推移している。売り場面積を1・4倍に広げた改装効果と連動した格好だ。

 松屋が丸の内南口に約20平方メートルの超小型店として3日オープンした「松屋 東京丸ノ内」は、1日当たりの来店客数が700~800人、売上高が30万円前後で「予想以上の実績」(古屋毅彦取締役)だ。

バークレイズ証券の姫野良太アナリストは、八重洲側を含めた一連の東京駅のリニューアルで、「JR東に毎年、営業利益ベースで100億円近い貢献がある」と推計。JR東は「東京駅」を新たな収益の柱に据える。
JR East CM for the restored station building:



Tōkyō MX news report (2012.10.01):



Projection mapping event at Tōkyō Station (2012.09.22):

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Old October 15th, 2012, 10:40 PM   #4030
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Looks like the railways in Tokyo are indeed growing once again... When could the US follow such trends as in Japan?
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Old October 15th, 2012, 10:49 PM   #4031
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Well, they actually never stopped growing in Japan... It was the U.S. that let everything stagnate and then decay, although the situation has vastly improved now, with plenty of new transit projects being built. Of course, investment is still skewed towards roadway infrastructure, and the projects here are far less ambitious than the kinds of things you'll see in Japan, but I'd say the overall situation in the U.S. has improved quite a bit.
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Old October 15th, 2012, 10:54 PM   #4032
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Quote:
Originally Posted by quashlo View Post
Hiroshima Prefectural Police concerned about Hiroden realignment
http://www.chugoku-np.co.jp/News/Tn201210140033.html
I call BS, what authority do the police have to stop this project anyway? Not really sure why they decided to stick their noses in. I bet some higher-up at the prefectural police frequently drives through there and is worried that his commute might take a few minutes longer.

I would think that by possibly putting a bunch of streetcars underground near the station, congestion would get BETTER not worse.
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Old October 15th, 2012, 11:03 PM   #4033
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And I'd like to have a translation for the Saitama Rapid Railway news because it seems like it will be a good extension for Saitama residents from Tokyo, especially with the Tokyo Metro Namboku line connecting the prefecture?
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Old October 15th, 2012, 11:10 PM   #4034
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Quote:
Originally Posted by quashlo View Post
Well, they actually never stopped growing in Japan... It was the U.S. that let everything stagnate and then decay, although the situation has vastly improved now, with plenty of new transit projects being built. Of course, investment is still skewed towards roadway infrastructure, and the projects here are far less ambitious than the kinds of things you'll see in Japan, but I'd say the overall situation in the U.S. has improved quite a bit.
I think the US situation reminds me of the latest saga in Muni -- the Central Subway (link here), in which proponents believe that it will lessen overcrowding on three of the most heavily-used Muni lines, while the opponents say that the funding can be better used for needed repairs and rehabilitation.
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Old October 15th, 2012, 11:36 PM   #4035
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MLIT gives approval to Sōtetsu‒Tōkyū Link
http://mytown.asahi.com/kanagawa/new...00001210060002
Sotetsu will be a huge addition to the Tokyu network. What will happen with the through running on the Minato Mirai line? Will it lose its through running trains like the fate of the Hibiya Line after the connection to the Fukutoshin Line?
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Old October 15th, 2012, 11:39 PM   #4036
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Sotetsu will be a huge addition to the Tokyu network. What will happen with the through running on the Minato Mirai line? Will it lose its through running trains like the fate of the Hibiya Line after the connection to the Fukutoshin Line?
I don't know. I'd like to see more through-trains though on as many services as possible, similar to what's going on with the Toei Asakusa line.
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Old October 16th, 2012, 03:40 AM   #4037
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Quote:
Originally Posted by orulz View Post
Sotetsu will be a huge addition to the Tokyu network. What will happen with the through running on the Minato Mirai line? Will it lose its through running trains like the fate of the Hibiya Line after the connection to the Fukutoshin Line?
I doubt it. The Sotetsu link may siphon off a portion of riders who formerly transferred from Sotetsu to Tokyu at Yokohama (which requires a bit of a walk with many stairs/escalators), but there is still a large customer base on the Toyoko Line/Minato Mirai Line past Hiyoshi and Kikuna, with the Minato Mirai Line essentially an extension of the Toyoko Line trunk. Of course once the run-throughs begin, a reshuffling of schedules will have to occur in order to accomodate the pathings of the trains off the Sotetsu connection.
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Old October 16th, 2012, 05:06 AM   #4038
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Quote:
Marubeni, Nippon Sharyō, and Tōshiba win Venezuela train order
Relating to above:
http://hightechindustryinjapan.blogs...ars-go-to.html

Details of a past order of rolling stock:
http://www.jorsa.or.jp/en/exports/detail.php?id=47
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Old October 16th, 2012, 06:05 AM   #4039
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Quote:
Originally Posted by orulz View Post
Sotetsu will be a huge addition to the Tokyu network. What will happen with the through running on the Minato Mirai line? Will it lose its through running trains like the fate of the Hibiya Line after the connection to the Fukutoshin Line?
Yes, that could represent a huge increase in train traffic on the Tōyoko Line... For reference, here's the expected service levels on the Sōtetsu‒JR Link and Sōtetsu‒Tōkyū Link:
  • Sōtetsu‒JR Link
    Morning rush hour: 4 tph
    Other time periods: 2-3 tph
  • Sōtetsu‒Tōkyū Link
    Morning rush hour: 10-14 tph
    Other time periods: 4-6 tph
What we have to remember, though, is that this is just traffic on the respective sections of new track. Some of these trains may not completely through-service at either end (e.g., Tōkyū trains terminating at Nishiya / Futamatagawa or Sōtetsu trains terminating at Hiyoshi).

The other thing we have to remember is that there's more than one Tōkyū line at Hiyoshi, and it's likely that a substantial portion of the Sōtetsu through-services could actually be extended Meguro Line trains. Of course, nobody will be publicizing that until it comes very close to the opening of the line, since your average passenger is wide-eyed with the prospect for more trains to Shibuya and Shinjuku, not Meguro.

Once you follow rail-related news for some time, you start to see some of the rationale behind seemingly disparate projects...
  • First, came the various modernization upgrades to the Tōkyū Tamagawa Line in the late 1990s.
  • Then the separation of the Meguro ‒ Tamagawa section of the Tamagawa Line as the "Meguro Line" and the initiation of through-services with the Tōkyō Metro Namboku Line and Toei Subway Mita Line in 2000.
  • Then the extension of the Meguro Line from Musashi Kosugi to Hiyoshi as a "quadruple-tracking" of the Tōyoko Line in 2008.
  • The upcoming conversion to 10-car formations for limited-stop services on the Tōyoko Line.
  • Future completion of the Sōtetsu‒JR Link to allow for passenger rail service between Nishiya and Yokohama Hazawa.
Seemingly unrelated projects, but now we can see how each of them are contributing towards making the Sōtetsu‒Tōkyū through-services a reality. I also suspect we may eventually see the full conversion to 10-car formations on the Tōyoko Line / Fukutoshin Line, not just the limited-stop services... That should go a good ways towards increasing capacity on the line, as close to 3/4 of all peak-hour trains are locals.
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Old October 16th, 2012, 06:47 AM   #4040
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And I'd like to have a translation for the Saitama Rapid Railway news because it seems like it will be a good extension for Saitama residents from Tokyo, especially with the Tokyo Metro Namboku line connecting the prefecture?
Here:

Quote:
In regards to the extension of Subway Line 7 (Saitama Railway) to Iwatsuki Station, Saitama City mayor Shimizu Hayato announced on October 1 that he would postpone the start of work on the project, originally targeted for sometime in FY2012. The mayor will focus on trackside urban planning along the extension, aiming for a start in approximately five years. The plan also calls for revising the ridership projections, financial feasibility, and other studies in five years, with the extension now expected to open around FY2025.

In his Double the Happiness Plan 2009, his 2009 manifesto, Mayor Shimizu promised to begin work on the extension project by FY2012. A report compiled in March of this year by a third-party committee comprising the city and Saitama Prefecture, however, revealed that the recouping the full costs of the project would be difficult. In regards to the potential prospects for the extension project, the mayor said that he would make a decision sometime in the first half of FY2012.

The city will now move forward with focused urban planning efforts at the current Line 7 terminus at Urawa Misono Station, the proposed extension terminus at Iwatsuki Station, and in neighborhoods along the proposed extension. Mayor Shimizu emphasized that this is a “move away from investigating the feasibility of the extension, and towards implementing regional growth and development.” In the Urawa Misono – Iwatsuki Regional Growth and Development Plan published concurrently, the mayor expressed his intention to execute specific policies for trackside development in preparation for realizing the proposed extension.

The plan enumerates 43 strategies in eight different topics, for the period between FY2012 and FY2020. Of these, four would be all-new projects, requiring an investment of approximately ₯600 million over the next five years. The plan includes sponsoring events, running express buses, creating a new administrative structure with the mayor at the top, and establishing a new liaison framework with the prefectural and national governments. In addition to holding open houses for firms looking to relocate in the area, the city will also launch a “production strategy” to strengthen the dissemination of information.

With the new target start date for work on the project set for “approximately five years”, the plan establishes specific numerical growth targets for this five-year timeframe, including doubling the resident population in the Urawa Misono area to over 4,000 people and establishing a tourism hub in the Iwatsuki area attracting approx. over 70,000 people annually.

In order to realize the project, the framework provided by the Act on Enhancement of Convenience of Urban Railways, etc., whereby the national government provides one-third of the project costs, is absolutely critical. It remains to be seen whether or not Saitama City has the resolve within the next five years to overcome the hurdle of ensuring that the project can completely pay itself off within 30 years, a prerequisite for receiving funding under the act.
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