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Old February 12th, 2013, 12:59 AM   #4781
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Quote:
Originally Posted by Northridge View Post
Nice photos.
Didn't know Yamanote line had the 6 door cars back then.
They removed the 6 doors cars a few years ago.
The E231-500 had them.
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Old February 12th, 2013, 06:09 AM   #4782
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Delivery of Chiba New Town Railway 9200 series

No idea they were even looking at ordering new trainsets… In fact, there’s been no press release whatsoever.

This is to replace their two 9000 series trainsets that debuted in 1984. This is a small third-sector railway operator that owns the Komuro – Inba Nihon Idai section of the Hokusō Line, as well as a few trains. Looks fairly similar to the newest Keisei commuter EMUs that debuted with the Narita Sky Access opening a couple years ago—not surprising given all the through-servicing and the fact that the railway is actually a fully-owned subsidiary of Keisei.

Clips in the Tōkyō area of the delivery from manufacturer Nippon Sharyō to J-TREC (ex-Tōkyū Car) to switch out the narrow-gauge bogies for standard-gauge bogies. Presumably it will then travel via the Keikyū Line, Toei Asakusa Line, and Keisei Oshiage Line to home territory.



What’s being replaced:

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Old February 12th, 2013, 11:37 AM   #4783
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Quote:
Originally Posted by Minato ku View Post
They removed the 6 doors cars a few years ago.
The E231-500 had them.
I don't exactly know why, but I've always had the impression that they where on test trials since they only where 2 cars and they had the functionality of that the seat got folded up automatically in rush hour.
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Old February 12th, 2013, 01:54 PM   #4784
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Sanyo Main Line Limited Express train collides with truck at crossing in Hyogo prefecture
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A passenger train hit a truck at a level crossing in Hyogo Prefecture on Tuesday, police said, with footage and reports from the scene showing it had mounted a station platform.

A picture published by the Yomiuri Shimbun showed a carriage half-on a platform in Takasago City. A spokesman for the local police confirmed the accident and said the injury toll of 16 may rise.

“A train and a trailer collided at a crossing near Arai station on the Sanyo line in Takasago at around 3:50 p.m.,” a spokesman said.

“Sixteen people including the drivers of the truck and the train were injured. There is a possibility that the number of injured will increase. We don’t know if any of them was seriously hurt.”

The Yomiuri said the driver of the train was badly injured in the accident in which the first and second carriages of the six-car train jumped the tracks, moving around 200 meters before coming to a halt at the end of a station platform.

The accident occurred some 800 meters from the municipal office.

“According to people in the neighborhood, the trailer stalled at the crossing and the express train crashed into it,” the paper said.

via Japan Today, Asahi News
While Japan's statistically low train vs. vehicle crash stats are low considering the high rail and car traffic in the country, things like this sometimes do occur. Important to note that no one was killed on the scene, but Asahi reports the train operator was seriously injured. Japan requires all traffic to come to a complete 2 second stop before crossing the tracks at level crossings.

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Old February 12th, 2013, 02:16 PM   #4785
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TV news coverage of the above:


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Old February 12th, 2013, 03:02 PM   #4786
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(more re. the accident on the Sanyo Dentetsu at Arai Sta.)
The truck was not a trailer type, but rather an empty car transporter with folded up steel ramps, which projected out onto the railway line, as the truck was held up by traffic ahead of it stopped at a traffic light.

As you can see starting at 2:46 in this video (going in the up direction like the train involved in the accident today) there is a curve with limited visibility due to buildings, the grade crossing is at 2:54.
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Old February 12th, 2013, 10:11 PM   #4787
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Izu Hakone Bus, Hakone Tozan Bus begin shared use of terminal
http://news.kanaloco.jp/localnews/article/1302110017/

Quote:
 小田原駅東口バスターミナル周辺の混雑緩和などを図ろうと、同駅発着便を運行する伊豆箱根バスと箱根登山バスは、伊豆箱根が待機所として利用していた同駅東口近くの駐車場を共同で借り、活用を目指すことになった。

 共同で活用するのは、バスターミナルから約100メートルにある駐車場で、2台止められる。これまで伊豆箱根が借り、昼間などに同駅発着便の待機所として利用してきた。

 箱根登山は、同駅から約3キロ離れた小田原営業所(同市東町)への回送などで対応していた。一方で、両社ともにロータリー内で待機することもあり、通行の流れを滞留させる原因にもなっていた。

 駐車場を共同で借りることで、こうしたバスを減らすことができ、「周辺の混雑を緩和し、回送分の二酸化炭素(CO2)削減にも貢献できる」(担当者)という。

2月からすでに共同で借りており、3月20日のダイヤ改正から、両社での運用を開始する予定という。

待機所に並ぶ両社のバス=小田原市栄町
This is to relieve congestion at the bus terminal at the East Exit of Odawara Station. Odawara is a key terminal for both of these railway companies, which also operate bus services out of the station. The current East Exit plaza is space-constrained, though, and there were issues with buses having to deadhead or find space to layover. Previously, Izu Hakone Bus leased a surface parking lot about 100 m away from the terminal to park buses during layover, while Hakone Tozan Bus had its buses deadhead to and from its Odawara Yard about 3 km away. The limited space at the East Exit terminal also meant that buses would frequently have to park there, gumming up traffic flow in the rotary. Now, the lease for the Izu Hakone Bus layover area is a joint lease with Hakone Tozan Bus so that both companies can use it.

Bus cab view, Hakone Tozan Bus Odawara-06 route from Kōzu Station to Odawara Station via the Tōkaidō (National Route 1). The East Exit station plaza can be seen in the last minute of the video.

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Old February 12th, 2013, 10:12 PM   #4788
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NEC provides wireless system for Odakyū
http://www.nec.com/en/press/201302/g...130212_02.html

Quote:
Tokyo, February 12, 2013 - NEC Corporation (NEC; TSE: 6701) is providing wireless systems for the latest trains operated by Odakyu Electric Railway Co., Ltd. (Odakyu), who operates an extensive railway network starting from the largest train terminal in Japan, Shinjuku Station, which serves an estimated 1.95 million passengers every day. These Software-Defined Radio (SDR) equipped systems are scheduled to be fully operational by July 2016.

The wireless digitization of systems for new trains helps to ensure their safe operation within the crowded scheduling of the Tokyo metropolitan area.

Traditionally, in order for trains from different railway operators to run compatibly on each other's lines, each train had to be equipped with multiple wireless systems.

This new system enables different railway operators to use a single wireless device, whose specifications and software can be easily updated for each train. These are the first systems that share specifications between different railway operators as part of minimizing the amount of equipment required for a trains wireless systems and ensuring their efficient operation.

Furthermore, the introduction of this system also facilitates an easier transition from existing analog systems to digital systems, which support superior audio and data transmissions.

As a result, instructions from the control center as well as train service information can be provided more accurately and more quickly to monitors positioned in locations such as the conductor's cabin and passenger areas.

The software-defined radio adopted by this system utilizes globally standardized Software Communication Architecture (SCA).

Going forward, NEC aims to continue driving the adoption on "Digital Train Wireless Systems" as part of contributing to the safety of railway operations throughout the world.

NEC's Digital Train Wireless System
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Old February 13th, 2013, 12:18 PM   #4789
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Originally Posted by quashlo View Post
Keiō Electric Railway and Tōkyō Metropolitan Government announce benefit analysis of Keiō undergrounding project
http://chofu.keizai.biz/headline/1184/



The continuous grade-separation (undergrounding) of the Keiō Line and Keiō Sagamihara Line surrounding Chōfu Station was completed in August 2012, and on 2013.01.29, Keiō and the Tōkyō Metropolitan Government published a report assessing the benefits of the undergrounding, which removed a total of 18 grade crossings, each with an average cumulative closure time of 11 hours each day. In particular, queuing at Kokuryō Crossing No. 1 (Komae-dōri), reaching a maximum length of 290 m before the project, has been eliminated. The reliability of bus schedules has also improved, with the travel time from the North Exit at Chōfu Station to the North Exit at Komae Station now reduced from 26 minutes to 21 minutes. A survey of local residents indicated that 80% of respondents said they felt the benefits of the project. A survey of emergency response personnel also showed that all respondents said that emergency vehicles no longer had to take circuitous detours to avoid congestion and that emergency response was streamlined as a result of the project.

Obviously, the project also removed the flat junction at Chōfu, allowing Keiō to be a bit more creative with its scheduling, including the re-introduction of limited express through-services onto the Sagamihara Line, running every 20 minutes.

The next big project for Keiō is another massive continuous grade-separation, this time an elevation of about 7.1 km of the line between Sasazuka and Tsutsujigaoka that will complete the full grade-separation of the Keiō Line all the way out to Chōfu (15.5 km from Shinjuku) except for a few crossings near Shibasaki. The project will also quadruple-track the line on this segment, basically an extension of “Tōkyō Subway Line 10” (i.e., Toei Shinjuku Line), substantially increasing capacity on this line. The project will dramatically improve conditions on the line, particularly at Meidaimae, currently a huge bottleneck on the line, despite being a major station served by all stopping patterns.

Keiō bunching at Meidaimae during the morning rush hour (2013.02.01):





Obviously, the grade crossings here rarely open at all during the morning rush, so this should be a welcome improvement to many Keiō residents.

We can also expect similar improvements for the Odakyū project when those tracks are undergrounded in March. While they still have to build the express tracks, the switchout in March will allow them to complete remove those grade crossings, including the busy one at the east end of Shimo-Kitazawa.

Morning rush hour (08:00~) at the Shimo-Kitazawa grade crossing (2012.09.08):

It's just incredible how busy the commuter service is. Busier than most metro services it seems. But I suppose that's not surprising in a metropolitan area more populous than over 80% of the world's countries.
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Old February 14th, 2013, 04:33 AM   #4790
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TV news coverage of the above:


both videos has been deleted.


best thing to avoid those things is simply avoid of having any grade crossings within 150m. of curves. at least in dense areas.
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Old February 14th, 2013, 07:25 AM   #4791
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both videos has been deleted.


best thing to avoid those things is simply avoid of having any grade crossings within 150m. of curves. at least in dense areas.
News clips (and newspaper articles) have a limited shelf life in Japan, presumably for copyright reasons. You have only a couple of days to read/see them.

*Quashlo provides a valuable service by posting the original Japanese language articles here, otherwise they are lost within the week.

*closing such crossings would likely be faced with tremendous opposition from local residents and businesses.
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Old February 14th, 2013, 09:43 AM   #4792
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Yeah, closing crossings isn't a simple task... Ultimately, the proper solution is to grade-separate the lines, which is precisely what Japan is doing (there is probably nowhere else in the world doing grade-seps like Japan does them), but just one project can take 20 years from planning to completion, and it has to be done segment by segment, taking out the highest priority areas one by one. I find it somewhat amazing accidents don't happen more often considering the grade crossing density and train traffic along many of the urban lines.

There's an 8-minute news segment on the incident here... Catch it before they take it down:

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Old February 14th, 2013, 09:45 AM   #4793
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East Exit of Shimo-Ōri Station to be relocated to temporary facilities April 6
http://response.jp/article/2013/02/13/191108.html

Quote:
西日本鉄道は、西鉄天神大牟田線の連続立体交差事業の一環で、下大利駅(大野城市)付近の仮線化工事に伴って東口駅舎の機能を仮駅に移すと発表した。

仮駅は現在位置から大牟田方面に約120m移動した場所に新設する。仮駅にはエレベーターとエスカレーターを設置し、多目的トイレや点字構内案内板、音声案内を新設するなど、設備環境も整備する。子ども連れや高齢者も快適に利用できる駅舎へと生まれ変わるとしている。

仮駅での営業開始日は4月6日からの予定。
This is related to the continuous grade-separation of 5.2 km of the Nishitetsu Tenjin–Ōmuta Line between Zassho no Kuma and Shimo-Ōri, being jointly executed by Fukuoka Prefecture (Kasugabaru – Shimo-Ōri, 3.3 km) and Fukuoka City (near Zassho no Kuma, 1.9 km). A total of 19 grade crossings will be eliminated, with switchout to the elevated track taking place in FY2020.

Some segments of the viaduct will be built using the temporary track method, while others will simply be built directly above the existing tracks. As part of construction of the temporary track near Shimo-Ōri, they will relocate the East Exit station building at Shimo-Ōri to a temporary facility about 120 m away, closer to Ōmuta. As usual, it’s almost like building a second station, as temporary station will be used for several years while they carry out construction, so it will have elevators, escalators, restrooms, etc. The grade-separation project also includes a new station between Zassho no Kuma and Kasugabaru.

Rail being transported to the site:

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Old February 14th, 2013, 09:46 AM   #4794
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New Hankai Tramway LRVs to debut in September
http://mainichi.jp/select/news/20130...40184000c.html

Quote:
 大阪唯一の路面電車を運行する阪堺電気軌道(本社・大阪市住吉区)は14日、新たに導入する低床式車両(愛称・堺トラム)を報道機関に公開した。堺出身の千利休が追求した「わび」を象徴する白茶色と、古墳などをイメージした緑色のツートンカラーを採用した。他に2編成の導入を予定しており、車体の色をそれぞれ変えるという。2月下旬〜6月に、浜寺駅前−我孫子道間を試験走行し、9月ごろから営業運転を始める予定。

 座席は堺さらさをモチーフにしたデザインで、ブラインドにはすだれを使った。定員は76人(座席数27)。従来の車両よりも床が低く、高齢者や障害者が乗降しやすくなる。

 1編成の製造費は2億5000万円で、堺市が3分の2、国が3分の1を負担した。堺市は2010年、乗客の利用促進のため、10年間で50億円の支援を決めている。【山下貴史】

内覧会で公開された阪堺電車の低床式車両「堺トラム」。古墳などの「緑」と千利休のわびを表現した「白茶」が外装に施してある=大阪市住吉区で2013年2月14日、山崎一輝撮影
This is an order of three modern low-floor LRVs for the Hankai Tramway between Ōsaka City and Sakai City. The press was invited to check out the first train today (2013.02.14). Testing will take place between Hamadera-Ekimae and Abiko-michi between late February and June, with the new trains debuting in revenue service in September. Each 76-passenger train (27 seats) costs about ¥250 million, with Sakai City funding two-thirds and the national government funding one-third. There was some worry about operating deficits on Hankai a couple years ago, but in 2010 Sakai City agreed to provide the railway with ¥5 billion in funding over the course of the next ten years.

No clips yet, but here’s some busy scenes on Hankai over the New Year’s holiday, as everyone heads to 住吉大社 for 初詣:

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Old February 14th, 2013, 09:48 AM   #4795
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Gifu City to expand articulated buses to Nagarabashi-dōri
http://www.gifu-np.co.jp/news/kennai...45_19326.shtml

Quote:
 岐阜市が、岐阜乗合自動車が運行している連節バス「清流ライナー」について、来年3月までに長良橋通りを走る新路線の導入と車両の拡充を検討していることが12日、分かった。市が同日開かれた市総合交通協議会などで説明した。

 同市によると、長良橋通り沿線は人口が集中しており、路線バスの運行本数、需要が市内で最も多いという。朝の通勤ラッシュ時など、時間帯によっては乗車できない利用者がいることなどから、解消のため導入する。

 新たな路線の運行区間は、JR岐阜駅から同市岩崎の鳥羽川付近までの約7キロ区間を計画。今後は県や警察など関係機関と安全管理などについて協議し、一日の運行本数や運賃も検討していく。

 同市では一昨年3月、首都圏以外で初めて連節バスを導入。現在は2台がJR岐阜駅と岐阜大学・病院間を走る「岐阜大学・病院線」と市内を巡行する「市内ループ線」(土、日、祝日のみ)で運行している。

 また、同日の市議会総合交通対策特別委員会で、9月1日から三里・本荘地区でコミュニティーバスを試行運行することが報告された。
On 2012.02.03, Gifu City announced that it was considering expanding the Seiryū Liner articulated buses used by Gifu Bus to new routes along Nagarabashi-dōri by March of nexst year. The city’s population is concentrated along Nagarabashi-dōri, a major transit corridor with the city’s highest number of bus trips and ridership demand. Some passengers are unable to board existing buses on the corridor during the morning rush hour due to overcrowding, so the additional capacity of articulated buses should help resolve some of these issues. In particular, the route being considered is 7 km long from JR Gifu Station to the Toba River in the Iwasaki district. They will now coordinate with police and concerned agencies to refine the number of daily services and fare.

Bus action at JR Gifu:

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Old February 14th, 2013, 09:49 AM   #4796
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Kita-Nagano – Sansai is preferred location for new Shin’etsu Line station
http://www.shinmai.co.jp/news/201302...I090007000.php

Quote:
 2014年度末の北陸新幹線金沢延伸に伴いJR東日本から経営分離される信越線長野以北に新駅の設置を検討している長野市は12日、北長野―三才間を優先候補地とする方針を固めた。今後、沿線住民への説明やJRから経営を引き継ぐ県の第三セクターしなの鉄道(上田市)との協議を経て、整備計画検討案を作る。

 同日、市役所で開いた市交通対策審議会に示し、承認された。市は長野―豊野間(10・8キロ)の3カ所を対象範囲に、市が費用負担する「請願駅」による設置を検討。地理的条件や利用者数、整備費用などを調査した結果、北長野―三才間には近隣に長野高専などの教育施設があり通学利用が見込めることや、周辺道路の整備状況などから長野―北長野間、三才―豊野間より優先度が高いとした。

 選定した候補地は、17年度までに整備予定の都市計画道路「北部幹線」と同線が交差する辺り。市は、駅を設置した場合の予測利用者数を1日当たり2900人余、概算工事費はホームの形状により4億7千万円~10億7千万円と見込んでいる。

 市は3月末までに沿線住民に説明する考え。来年度に市民意見を募り、しなの鉄道と設置場所などを話し合う。同審議会委員でもあるしなの鉄道の藤井武晴社長は「生活路線としての利便性を確保し、地域に根差した鉄道を目指したい」としている。

With the opening of the Hokuriku Shinkansen extension to Kanazawa in late FY2014, the parallel segments of the Shin’etsu Main Line will be spun off from JR East to third-sector railway operator Shinano Railway, which already operates the sections of the line previously abandoned by JR when Shinkansen service to Nagano began operation. On 2013.02.12, Nagano City announced that they were considering adding a new station on the 10.8 km section of the line between Nagano and Toyono in “urban” Nagano, and that the preferred location was a site between Kita-Nagano and Sansai Stations. Due to geographical considerations and projected ridership (the location is close to education facilities including a major high school), this particular location was selected. There is also a planned arterial road at the new location (scheduled to be constructed by FY2017), placing this segment at a higher priority than Nagano – Kita-Nagano and Sansai – Toyono. Forecasted daily ridership is about 2,900, and the estimated construction cost is between ¥470 million and ¥1.07 billion.

Shin’etsu Line cab view on a 116 series from Kita-Nagano to Sansai. The new station should be around 1:40 or so, after the curve underneath the Hokuriku (Nagano) Shinkansen. The new road is supposed to cross underneath the Shin’etsu Line in a tunnel.

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Old February 14th, 2013, 09:51 AM   #4797
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Keikyū to introduce four-language addfare machines
http://response.jp/article/2013/02/12/191030.html

Quote:
京浜急行電鉄は、2月14日から日本語・英語・中国語・韓国語の4カ国語に対応した新型自動精算機を順次導入すると発表した。

羽田空港は今後、国際線の発着便が増便する予定で、外国人の京急線利用者の増加が見込まれることから利便性向上を図る。

京急電鉄では2010年の羽田空港国際線ターミナル駅開業に伴って海外からの乗客が安心して京急線を利用できるように英語による車内自動アナウンスや駅構内の駅名看板、行先案内表示、京急電鉄ホームページの4カ国語化などに取り組んできた。

今回導入する新型自動精算機は、既に導入している新型自動券売機と同様、4カ国語での画面操作案内に加え、ユニバーサルデザインにも配慮した設計とした。新型自動精算機は港町駅、梅屋敷駅に設置したのに続いて3月末までに主要12駅に導入する。

その後は全72駅(泉岳寺駅を除く)に順次設置していく予定。
Being one of the two main railway operators out of Haneda Airport, Keikyū has been a bit of a pioneer in the four-language (Japanese, English, Korean, Simplified Chinese) displays, and the platform departure boards at Shinagawa and a few other stations already display information in four languages. They already have TVMs programmed with the four languages and will now expand that to the addfare machines for passengers who don’t have enough fare on their tickets or cards. By the end of March, the new addfare machines will be installed at 12 major stations, eventually expanding to all 72 stations in the Keikyū network.

Some examples of four-language usage on Japanese transit:

Inside Hankyū’s KyōTrain:



On a Tōbu 50070 series train on the Tōjō Line:



Departure boards at Hakone Yumoto Station on the Hakone Tozan Railway. Interesting that they opted for Traditional Chinese here instead of Simplified Chinese, although not necessarily surprising given all the tourists from Hong Kong and Taiwan.

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Old February 14th, 2013, 06:52 PM   #4798
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please
answer my doubt....
how does the reciprocal service with suburban lines work in tokyo subway?
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Old February 14th, 2013, 08:17 PM   #4799
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Quote:
Originally Posted by Highcliff View Post
please
answer my doubt....
how does the reciprocal service with suburban lines work in tokyo subway?
That's called interlining. The basic principle lies with the following concepts:

• Agreements between railway and subway companies to operate trains through different portions of a single long track
• Existing railway widths and configurations (this is crucial because one railway company's rail width should be compatible with the other railway companies in question for such service)
• Existing communication services between companies (another key component since there will be at least two companies involved to make such interlining services possible)
• Agreements between communities, cities, and regional governments to make the interlining service work (with respect to the Tokyo Metropolitan Area, some lines cross over to nearby prefectures, such as Kanagawa, Ibaraki, Saitama, and other nearby prefectures to complete its trip)
• Other mitigating factors

To make such deals would require not only extensive studies of potential ridership increases and station improvements (e.g. Realigning Shibuya station), but also train car compatibility between all services involved (the classic example today would be the Fukutoshin Line connection, in which trains from five different train companies will operate through a 90+-kilometer track (with two branches on the northwestern end).
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Old February 15th, 2013, 07:02 AM   #4800
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Quote:
Originally Posted by quashlo View Post
There's an 8-minute news segment on the incident here... Catch it before they take it down:
Near the end of that segment, they have a shot of the pentagon-shaped signaling devices which I believe is used to indicate an occupied or obstucted crossing (emergency stop).

Are these not repeated around obstructed views?
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