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Old February 15th, 2013, 04:12 PM   #4801
k.k.jetcar
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Quote:
Originally Posted by smithrh View Post
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?
They may have to do that. One problem with the grade crossing in question is that there is a smaller grade crossing just right before it. Perhaps there will be a speed restriction placed on that curve.
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Old February 16th, 2013, 11:31 AM   #4802
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New technology from Mitsubishi Electric improves efficiency of regenerative braking
http://www.nikkei.com/article/DGXNAS...3A210C1TJ1000/

Quote:
 三菱電機は14日、電車などで普及が進む省エネルギー技術「回生電力」の効率を大幅に上げる手法を開発したと発表した。回生電力は電車の減速時に発生するエネルギーから電気をつくり、列車運行に生かす技術。現在は発生させた電気の約2割が活用されていないが、新技術はこのムダを約8割減らせるという。

 電車の運行システム全体の消費電力量に換算すると、最大5%の省エネにつながる。回生電力を列車間で融通する際の電圧を状況に応じて最適制御する。遠くの場所を走る電車にも電力を融通し、ムダを無くす。既存の電車運行システムに、変電所向けの電圧調整機器や制御ソフトを追加して利用する。鉄道会社が2014年度にも試験導入する見通し。
This is a new system that determines the systemwide demand for power (using TIMS or similar train information systems to determine train location) and varies the voltage at transformer stations in realtime to maximize use of power generated through regenerative braking. The technology is able to minimize wasted energy from regenerative braking (dissipated as heat) by as much as 80%, realizing a maximum 5% reduction in electricity consumption for the entire system. When combined with the battery-based energy storage units they’re now trying to market, they can basically reuse 100% of the energy generated through regenerative braking.

Official English press release:
http://www.mitsubishielectric.com/news/2013/0214-b.pdf
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Old February 16th, 2013, 11:32 AM   #4803
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Kabe Line extension to open in March 2015
http://www.chugoku-np.co.jp/News/Tn201302160005.html

Quote:
 JR可部線可部―旧河戸間(広島市安佐北区)の電化延伸について、JR西日本広島支社の杉木孝行支社長は15日、2015年3月の運行開始を目指すとの方針を明かした。

 この日の記者会見で、杉木支社長は「春のダイヤ改正のタイミングに合わせて運行を始めるのが望ましい」と表明。ことしの夏前に国へ事業許可の手続きをし、スムーズにいけば秋にも着工するとのスケジュールも説明した。

 さらに、可部駅から約1・6キロ先に設置する終点駅までの電車の所要時間は3~4分で、運行本数は梅林―可部間と同じ99本となる計画も示した。
JR West a few more details about the extension… They will open it March 2015, coinciding with the regular annual schedule changes. The travel time from Kabe Station to the new terminus will be about 3-4 minutes, and the number of daily trains will be 99, the same as the Bairin – Kabe section of the line.
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Old February 16th, 2013, 11:33 AM   #4804
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JR Hokkaidō announces details of Shin-Hakodate “relay service”
http://www.hokkaido-np.co.jp/news/economic/441605.html

Quote:
 【函館】JR北海道は14日、2015年度末に開業する北海道新幹線20+ 件の新函館(仮称)駅と在来線の函館駅を結ぶリレー列車について、1編成3両の快速列車を4編成投入する方針を明らかにした。同区間を電化し、現在、普通列車で約25分の所要時間を17分に短縮する。

 新函館駅は、函館駅の北約18キロにある渡島大野駅(北斗市)に建設中。リレー列車はステンレス製の新車で、座席は学園都市線などで使われている通勤通学用のロングシートタイプとみられる。1両の定員は120~130人の見込み。電化工事は国土交通省の認可を得た後、13年度中に着工する予定。<北海道新聞2月15日朝刊掲載>

This is regarding the connection between Shin-Hakodate Station (Oshima Ōno Station) and Hakodate Station on the Hakodate Main Line. The “relay” service connecting with the Shinkansen will be operated with four three-car rapid trains. JR Hokkaidō had already announced a while ago that they will electrify this segment of the Hakodate Main Line, reducing the travel time between Hakodate and Shin-Hakodate, approx. 18 km north, from about 25 minutes on the current local trains to 17 minutes.

These will be new stainless-steel trainsets with longitudinal seating for commuter-style service. Electrification is supposed to start sometime in FY2013 after receiving approvals from the MLIT.
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Old February 16th, 2013, 11:34 AM   #4805
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Utsunomiya City triples LRT earmark in annual budget
http://www.tokyo-np.co.jp/article/to...502000150.html

Quote:
 長年の懸案となっている宇都宮市の東西を結ぶ基幹公共交通に、次世代型路面電車(LRT)を導入する事業に対し、今回の予算案では約一億三千五百万円が計上された。二〇一二年度の当初予算案に盛った約四千二百万円に比べ三倍以上。整備へ向けた事業の本格化を印象づけた。

 事業内容は、導入ルートをはじめ、整備区間、運行計画などを検討するための調査を実施。市は既に中心市街地と宇都宮テクノポリスセンター地区などを結ぶルート約十五キロを示しているが、さらに詳細な調査をして、具体的な計画策定の土台作りに入る。JR宇都宮駅を横断する部分の調査なども実施する。

 今年一月には、市交通政策課内にあった「新交通システム推進室」を独立させ「LRT整備推進室」を設置。佐藤市長はこの日、一三年度には人員を増やすなどして体制を強化する機構改革案も示した。

 ただ、LRT導入には依然、市民の理解が得られていないとの見方もある。「分かりやすい資料も幾つか作りたい。詳しく、丁寧に、継続して説明していきたい」と佐藤市長。シンポジウムや、市内各地で市の担当者が常駐して市民との意見交換に応じる「オープンハウス」など、理解促進の継続事業も盛り込んだ。

 佐藤市長は「(今後の事業で)出てくるのはより具体的な計画案などになってくる」と説明。三選した昨年の市長選で公約に掲げた肝いり事業だけに「最初の一歩として一番大切な年になる」と言葉に力を込めた。
A positive sign that the mayor is putting some weight behind the project… The allotment in the FY2013 budget is three times what it was for FY2012. The money will be used to study route and alignment options, operating plans, and options for crossing JR Utsunomiya Station. The latter item in particular is interesting, as there is currently no road that cuts through the station.
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Old February 16th, 2013, 11:36 AM   #4806
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Chichibu Railway to debut new 7800 series
http://www.nikkei.com/article/DGXNZO...10C13A2L72000/

Quote:
 秩父鉄道は15日、新型車両7800系を導入すると発表した。東京急行電鉄から購入した8090系に改造を施した車両で、3月16日のダイヤ改正に併せて使用を始める。運行初日には記念イベントを実施するほか、記念入場券も発売する。

 7800系は既存の1000系の代わりに使う車両で、定員140人の2両編成。最高速度は時速80キロメートル。同社が現在使っている車両は全て3両編成だが、利用客の減少などに対応するため7800系は2両編成とした。

 初運転は3月16日で、午前10時11分に熊谷駅を出発し、10時35分に羽生駅に到着。その後10時44分に同駅を出発し、午後0時37分に三峰口駅に到着する。当日は羽生、熊谷、三峰口の各駅ホームで、乗車記念証を配る。

 三峰口駅に到着した後は車両の写真を撮影できるようにするほか、7800系オリジナルグッズを販売する。当日は秩父鉄道の人気観光列車「SL(蒸気機関車)パレオエクスプレス」の試運転があるため、同駅で両方の車両を見ることができるという。

 7800系車両のデビュー記念入場券は3月16日以降、熊谷駅と三峰口駅で販売する。それぞれ300セット限定で、価格は160円。
As expected, these are ex-Tōkyū Corporation 8090 series trains, refurbished and ready to enter service on 2013.03.16. These will replace existing 1000 series trains, but will be coupled in two-car formations instead of the current three-car formations due to declining ridership.

Farewell charter run for Chichibu 1000 series (2012.12.08). These are ex-JNR 101 commuter EMUs.

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Old February 16th, 2013, 11:37 AM   #4807
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Ibaraki municipalities petition for Yūrakuchō Line extension
http://ibarakinews.jp/news/news.php?...13609387319864

Quote:
国の審議会答申で千葉県野田市までの延伸が計画されている「東京直結鉄道(地下鉄8号線=有楽町線)」の本県への延伸を求め、坂東市など県西6市町は15日、県誘致促進協議会を設立した。県や地元県議らと連携して国への要望を強め、2015年の次期審議会の答申で野田市から下妻市までのルートを新たにマスタープランに位置付けるよう求めていく。同ルートと並行する県西縦断道路(仮称)についても一体整備を求める方針で、6市町は同建設促進協議会も併せて設立した。

県誘致促進協議会を構成するのは、県内ルート案沿線の坂東、常総、八千代、下妻の4市町に、筑西と桜川両市を加えた計6市町。会員は各市町長、議長の12人とし、同日、県議会で開かれた設立総会で、会長に吉原英一坂東市長を選出した。

これまで同鉄道に関する要望は、本県と埼玉、千葉3県の10市町による「地下鉄8号線建設促進並びに誘致期成同盟会」を通じて行ってきた。本県独自の協議会設置は初めて。

設立総会で吉原会長は、延伸ルートとして野田市駅から関東鉄道新下妻駅(仮称)までの34キロ区間を提案。「これまでの要望では県内ルートが明確でなかった。何としても来年上半期までに方向性を固め、15年の答申を待ちたい」と述べた。

これに対し、吉沢範夫筑西市長が「下館駅まで延伸し、水戸線、真岡鉄道とも接続させるべき」と要望したのを受け、下館駅延伸についても将来的に検討することとした。

同協議会は今後、要望活動のほか、機運醸成へ向けた誘致大会、署名活動などを行う計画。県にも要望実現へ向けた後押しを求めていく方針で、設立総会に先駆け、同同盟会として同日、橋本昌知事に本県延伸誘致への協力を要望した。

一方、県西縦断道路は、同鉄道と併せて整備予定の東埼玉道路・庄和インターチェンジ(埼玉県)から本県西南部を縦断し、首都圏中央連絡自動車道(圏央道)、北関東自動車道と接続する地域高規格道路の構想。同建設促進協議会では、同鉄道の本県延伸と一体的な整備を求める方針を決めた。
An extension of Tōkyō Subway Line 8 (Yūrakuchō Line) to Noda City was included in the last Transport Policy Council report in 2000, but now several cities and towns in western Ibaraki Prefecture are looking to lobby for an extension beyond Noda-shi Station all the way to Shimotsuma Station on the Kantō Railway Jōsō Line for inclusion in the next issue of the report scheduled for 2015. In particular, the municipalities involved include four directly on the proposed extension (Bandō City, Jōsō City, Yachiyo Town, and Shimotsuma City), plus Chikusei City and Sakuragawa City. The latter two in particular are looking for a future extension even further to Shimodate, connecting to the Mito Line and Mōka Railway. Previously, lobbying for the extension to Noda City has primarily involved 10 municipalities spread across Saitama, Chiba, and Ibaraki Prefectures, but this is the first Ibaraki-only effort.
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Old February 16th, 2013, 11:38 AM   #4808
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JR East to break ground on new station tenant building at Funabashi Station
http://www.chibanippo.co.jp/c/news/economics/123288

Quote:
 JR東日本千葉支社は15日、船橋駅南口に建設する駅ビルの計画概要を発表した。地上11階、地下1階建てで、商業・ホテル・保育所で構成。今夏着工し、2016年春の開業を目指す。商業施設部分は高架下の商業施設「シャポー船橋」の運営会社と同じ系列子会社が運営。シャポーの大幅改装も同時期に実施する方針で、周辺商業施設との販売競争が激化しそうだ。

 計画では、延べ床面積は約1万平方メートル。1~5階を商業施設とし、食料品などの物販店やカフェなどの飲食店を集積。保育所も開設する。店舗面積は約2400平方メートル。子会社のジェイアール東日本都市開発が運営する。

 シャポー船橋も大幅リニューアルし、同時オープンの計画。駅ビルと一体的な運営を進める方針という。

 一方、6~10階は子会社の日本ホテルが運営するビジネスホテル「ホテルメッツ」となる。客室数は161室。ビジネスや観光目的の利用を想定している。駅直結の利便性の高さから、近隣駅の津田沼駅で運営する同ホテル(全81室)の平均客室稼働率は88%(11年度)と高く、船橋でも相応の需要があると判断した。

「JR船橋駅南口駅ビル(仮称)」のイメージ図
11 stories (+1 underground level), 9,980 sq m at the South Exit, replacing station staff offices. Retail and nursery school on first five floors, plus a 161-room Hotel Mets (JR East brand business hotel) on floors 6-10. They have some good occupancy levels at their hotel at Tsudanuma Station, so they are hoping this one will also prove successful. Groundbreaking will come this summer, with opening in spring 2016. In conjunction with the new building, the existing retail underneath the elevated JR tracks will also be renovated. Work is also proceeding on expansion of the pedestrian deck outside the station that will improve access to Seibu Department Stores’ Funabashi store and the Face retail complex outside the station. Funding for the deck will be split between Funabashi City and JR.

A Machi-Log tour of the station. Funabashi is the highest-ridership JR station in Chiba, and while total population in Chiba Prefecture is on the decline, Funabashi City is seeing an increase in population with construction of large-scale condo construction.

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Old February 16th, 2013, 11:40 AM   #4809
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Tōbu, Tōkyō Metro schedule changes coming 2013.03.16

Official press releases:
http://www.tobu.co.jp/file/pdf/0246f...20130214125102
http://www.tokyometro.jp/news/2013/p...3.16newdia.pdf

The major changes have to do with the Tōbu Sky Tree Line / Isesaki Line and Hibiya Line…

Firstly, all rapids (快速) and section rapids (区間快速) on the Tōbu Sky Tree Line / Isesaki Line will stop at Tōkyō Sky Tree Station (ex-Narihirabashi), improving access between the Sky Tree and Nikkō / Kinugawa / Aizu. All inbound (for Asakusa) limited expresses (Spacia, Ryōmō, etc.) already stop at Tōkyō Sky Tree Station, but they will also now have all outbound limited expresses departing Asakusa after 10:00 am also stop at the station.

The stopping pattern for section rapids will also change—a lot of the outer stops will be removed, reducing travel times between Asakusa and Tōbu Nikkō by 18 minutes:
Code:
                     Current  Revised
                     =======  =======
Asakusa                 X        X
Tōkyō Sky Tree                   X
Kita-Senju              X        X
Kasukabe                X        X
Tōbu Dōbutsu Kōen       X        X
Sugito Takanodai        X
Satte                   X
Minami-Kurihashi        X
Kurihashi               X
Shin-Koga               X
Yagyū                   X
Itakura Tōyōdai-mae     X        X
Fujioka                 X
Shizuwa                 X
Shin-Ōhira-shita        X        X
Tochigi                 X        X
Shin-Tochigi            X        X
The other big change is that the furthest extent of Hibiya Line through-services on the Isesaki Line will be extended out past Tōbu Dōbutsu Kōen to Minami-Kurihashi (during off-peak two of the six hourly through-services in each direction will be extended).
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Old February 16th, 2013, 11:41 AM   #4810
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Toei Subway, Tōkyō Metro transfer improvements coming 2013.03.16
http://www.tokyo-np.co.jp/article/na...602000116.html

Quote:
 東京都営地下鉄と東京メトロは十五日、乗り継ぎ運賃の割引など、サービス一体化に伴う改善策を三月十六日から六駅で行うと発表した。猪瀬直樹知事は十五日の会見で「両社の経営統合に向けた一里塚にすぎない」と述べた。

 都などによると、都営新宿線岩本町駅(千代田区)と約百五十メートル離れたメトロ日比谷線秋葉原駅(同区)で乗り継ぎ運賃が新設され、割引となる。都営九段下-メトロ上野間で両駅を経由する場合、現在の三百三十円から二百六十円に、通勤定期(一カ月)では一万三千五十円から一万一千百円になる。

 都営春日駅(文京区)と最寄りのメトロ後楽園駅(同区)では、乗り換えをしない場合でも相互の改札内の通り抜けが可能になる。目的地に近い出口から地上に出ることができ、雨天時などに便利に。都営とメトロが乗り入れる市ケ谷駅(千代田・新宿区)でも同様のサービスが始まる。

 また九段下駅(千代田区)で進めていた両社ホーム間の壁の撤去工事が終わり、都営新宿線の新宿方面とメトロ半蔵門線の押上方面が、一体化したホームとなる。階段や改札を通る手間が省けるため、乗り換えが改善される。

Official Tōkyō Metro press release:
http://www.tokyometro.jp/news/2013/p...iceittaika.pdf

NHK video report:
http://www3.nhk.or.jp/news/html/2013...564121000.html

A series of improvements to streamline transfers between the two systems (and potentially a first step towards eventual consolidation) will take effect on 2012.03.16. The most dramatic change is perhaps the removal of the wall separating the Shinjuku-bound Shinjuku Line platform and Oshiage-bound Hanzōmon Line platform at Kudanshita, but they will also introduce the 15% transfer fare discount between Akihabara Station on the Hibiya Line and Iwamotochō Station on the Shinjuku Line, which are separated by about 150 m. Passengers on one system will also be able to pass through the other systems’ station at Ichigaya and at Kōrakuen / Kasuga—no more worries about having to enter or exit through your system’s faregates.

Kudanshita render:

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Old February 16th, 2013, 11:42 AM   #4811
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JR East to introduce stationwide high-speed Wi-Fi and consolidated systems network
http://www.nikkei.com/article/DGXNAS...10C13A2000000/

Quote:
 東日本旅客鉄道(JR東日本)は駅構内の通信や防犯カメラなど複数のシステムを統合する次世代ネットワークを導入する。これまで個別に構築・運用していた各システムを共通のネットワークで統合。駅構内全域で高速無線通信が利用できるようになるほか、同社が電車の遅延情報などを乗客のスマートフォン(スマホ)などにリアルタイムで配信できる。2~3年後をメドにまず東京駅での導入をめざす。

駅の最新の情報を直接ユーザーのスマートフォンなどに配信できる


 JR東が14日から都内で開いた技術開発展示会で発表した。新たに導入するネットワークは「オープンフロー」と呼ばれる次世代通信制御技術を活用。構内放送用の装置、防犯カメラ、時刻案内表示機器などのシステムを統合し、一括して制御・管理する。新たなネットワークは既存の各システムに悪影響を与えず、設備ごとに安全性の高い通信経路が構築できるという。新ネットワーク基盤構築への投資額は数億円を見込む。

 同社はこれまで駅構内のデータ通信や防犯カメラなどのシステムを別々に構築・運用していた。このため「個々のシステムごとに使用するケーブルが膨大で、保守にも手間がかかっていた」(JR東日本・東京電気システム開発工事事務所の情報制御調査グループの杉山英充氏)という。

共通ネットワークにより駅構内の様々な設備やシステムを一括制御する


 新ネットワーク導入により駅の利用者に提供する高速無線通信の利用環境が大幅に広がる。現在は公衆無線LAN(Wi-Fi=ワイファイ)が自動販売機やキオスク周辺、店舗エリアなど駅の一部で利用できるが、新ネットワーク導入後は駅構内全域で使えるようになる。

 2013年度中にまず東京駅で実証実験を実施し、2~3年後をメドに導入。以後、対応駅を順次増やす考えだ。

 新ネットワークを導入することで駅の情報をサーバーなどで集約。構内の表示端末や駅の利用者のスマホに簡単に情報提供できるような環境も整う。スマホなどの利用者が専用アプリをダウンロードすれば、JR東が配信する電車の遅延情報や地震・火災などの異常時の案内などを直接受信できるようになる。

 新ネットワーク導入はJR東の業務効率化にもつながる。これまでは監視カメラや防災システムなど各設備ごとにケーブルを配線する必要があったのに対し、共通基盤に統合すれば老朽化設備の取り換えや設備の更新が迅速化でき、費用の低減にもつながる。

乗務員タブレット「スマートクルー」は最新の情報を乗務員に一斉配信できる


 今回の技術開発展示会では、クラウド技術を応用した鉄道情報利用プラットフォーム研究の一環として、乗務員向けタブレット(多機能携帯端末)「スマートクルー」システムも紹介した。電車の遅延情報などはこれまで当直の駅員がファクスで各駅に配信していたが、同システムを導入すれば駅員のタブレット端末にリアルタイムで配信できるようになる。すでに実証実験を終え、今年の10月から一部の駅で導入する計画だ。「新たな共通基盤ネットワークを導入することで駅員どうしの情報伝達が効率化できる。電車の制御システムなどにつなげる可能性もある」(杉山氏)という。
This will be based on OpenFlow and will allow JR to consolidate various systems infrastructure including PA systems, security cameras, departure boards, etc. on a single network to allow for unified control and management. This will reduce the amount of cabling (currently, each system has its own cabling, which can make maintenance a pain). The new network will also bring high-speed Wi-Fi to every part of the station, and up-to-date information on train service can be sent directly to passengers’ smartphones. The system will be tested first at Tōkyō Station in FY2013 and will eventually be permanently introduced within 2-3 years, gradually expanding to other stations.

JR East also introduced “SmartCrew” a new information system for train crews using tablets and cloud-based technology. Information on train delays can now be sent directly to the tablets in realtime instead of distributed by the affected station.
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Old February 16th, 2013, 11:43 AM   #4812
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Some new JR Kyūshū 817 series commuter EMUs were recently delivered from the Hitachi plant at Kudamatsu (2013.02.14). This was an unusually long train, comprising four 3-car 817-3000 series trains and one 2-car 817-2000 series train:



Running sound an 817-3000 series, Kurume to Araki on the Kagoshima Main Line:

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Old February 16th, 2013, 11:44 AM   #4813
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In other strange sights, steam on the Aonami Line (2013.02.13):

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Old February 16th, 2013, 11:45 AM   #4814
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Hiroden 1000 series LRVs enter revenue service

First day was yesterday (2013.02.15):



Departing Hiroshima-kō marked as “charter run”, although it looks like it’s just some Hiroden staff.

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Old February 16th, 2013, 08:43 PM   #4815
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fieldsofdreams
forgive me....I didn't understand yet....
lets take an example...
hanzomon line z...
trains of subway ride to shibuya for oshiage...
trains of commuter rail share the same track to shibuya for oshiage...but ride beyond shibuya and oshiage...?
this is it or this is not it?
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Old February 17th, 2013, 12:30 AM   #4816
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Quote:
Originally Posted by Highcliff View Post
fieldsofdreams
forgive me....I didn't understand yet....
lets take an example...
hanzomon line z...
trains of subway ride to shibuya for oshiage...
trains of commuter rail share the same track to shibuya for oshiage...but ride beyond shibuya and oshiage...?
this is it or this is not it?
All right... That's a good question.

Tokyo Metro's Hanzōmon Line may be one of the shorter metro lines in Tokyo with 14 stations, but, there are at least eight train types operating along the line itself from three different train operators: Tokyo Metro, Tobū, and Tōkyū.

Those train companies operate the same along the Hanzōmon Line as local trains between Shibuya and Oshiage, and the same trains will continue on as far south as Tōkyū Chūō-Rinkan Station in Yamato, Kanagawa Prefecture and as far north as Tobū Minami-Kurihashi in Kuki, Saitama Prefecture (on the Tobū Isesaki Line) or Kuki Station, also in Kuki (on the Tobū Nikkõ Line). The entire journey between Yamato and Kuki via the Tōkyū Den-en-Toshi, Tokyo Metro Hanzōmon, Tobū Isesaki (to Kuki), and Tobū Nikkō Lines (for Tobū Minami-Kurihashi) is around 100km long (60 miles).

The more interesting part is that while it runs local on the Hanzōmon Line, these through trains operate differently beyond the Tokyo Metro line, such that:

• Tōkyū Den-en-Toshin operates the trains on its full line as either local, semi-express, or express, depending on time of day and peak direction;
• About half of the trains that stop at Oshiage continue north on the Tobū Isesaki Line as either express (all-day) or semi-express (early morning and late night); and
• Trains that continue further on the Tobū Nikkō Line split/merge at Tobū Dobotsu-Koen Station and operate on the line as a local train.

It is a pretty complicated system that one really needs to look, not just on how many trains operate on the line, but also what the stopping patterns are because trains that operate during the peak periods are most likely to be express trains outside of Hanzōmon Line, bypassing many local stops, while others may turnaround at Oshiage and return to Chūō-Rinkan after completing the trip between Kanagawa and Tokyo.
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Old February 17th, 2013, 06:29 PM   #4817
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Quote:
Originally Posted by quashlo View Post
Ibaraki municipalities petition for Yūrakuchō Line extension
http://ibarakinews.jp/news/news.php?...13609387319864



An extension of Tōkyō Subway Line 8 (Yūrakuchō Line) to Noda City was included in the last Transport Policy Council report in 2000, but now several cities and towns in western Ibaraki Prefecture are looking to lobby for an extension beyond Noda-shi Station all the way to Shimotsuma Station on the Kantō Railway Jōsō Line for inclusion in the next issue of the report scheduled for 2015. In particular, the municipalities involved include four directly on the proposed extension (Bandō City, Jōsō City, Yachiyo Town, and Shimotsuma City), plus Chikusei City and Sakuragawa City. The latter two in particular are looking for a future extension even further to Shimodate, connecting to the Mito Line and Mōka Railway. Previously, lobbying for the extension to Noda City has primarily involved 10 municipalities spread across Saitama, Chiba, and Ibaraki Prefectures, but this is the first Ibaraki-only effort.
This effort seems to be suffering from scope creep? I guess I can see the need/demand for this as far as Noda but is there population density beyond there to justify such an extension? At best this seems like a scheme to encourage development.

If they need better service in Shimotsuma how about electrify the Joso line and run through trains onto the Joban line at Toride.
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Old February 17th, 2013, 06:44 PM   #4818
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Tokyo Metro Fukutoshin Line/Tokyu Toyoko Line Shibuya Connection Update



Well looks like with only 27 days left before interlining begins on March 16, some really huge changes are starting to surface and become public...

The most major item as far as I'm concerned is how Tokyu Railway is being really good about keeping their customers informed on the major changes coming their way when the shift into the subway occurs; and indeed, we have the most adjusting to do since our old Shibuya Terminal is going away, and we'll be deposited 40 meters below ground now.

Tokyu made signifigant updates to their website about the project, "Shibuya Tsunagaru" (tusnagaru or つながる means to connect) and has even published a handbook that outlines most of the changes available at every station and on the web. However one major change isn't covered there and I want to start with that.

TOKYU TIMETABLES ARE OUT!



That's right, Tokyu has published their new timetables for 3/16 on, and by looking at them, I can glean lots of information. I also had a chance to talk to lots of different railfans here over the past few days to get more info on how these new diagrams work. The PDFs can be downloaded here, and appear to be the exact copies of the signs they post on the platforms themselves, meaning some of it is in English.
Here are some thoughts at first glance...
  • There will be 8 car trains that run as locals on the Fukutoshin line and turn into expresses on the Toyoko line
  • Most trains starting at Shibuya and going towards Yokohama will actually end at Kikuna. These are all locals and replace the Hibiya line direct service that used to run in those slots.
  • As promised, the A.M. rush from 7~9:30 has 2 minute headways!
  • Some of these trains are terminating in some crazy places like Ikebukuro and Shinjuku 3-chome. No trains have ever terminated there before now; going to be interesting to see what that looks like from Tokyo Metro's point. They haven't released their new schedules yet so I can't tell if trips will be starting from there too.
  • The Meguro line will be syncronised to meet Limited Expresses at Musashi-Kosugi station to enable cross-platform transfers more often. It only seems to work during the midday hours at this time.
  • They've done a good job making sure the same levels of service into Shibuya are kept up--even if it means 2-4 trains per hour have to terminate there.

Again, I invite Quashlo, KK Jetcar, and others that are good at reading timetables to check these out and give me your feedback on them. it's a little hard for me to see some of the service patterns without seeing the complementary timetables from the other companies yet.
I believe the traditional time for schedules to be published is the beginning of March, so this is a case of Tokyu trying to inform the public as early as possible. Kudos to them.

HUGE CHANGES AT SHIBUYA STATION COMPLEX





As you can see, they've been posting signage as much as possible down here, and in some cases people think they can already go to Yokohama on the subway! Not yet, but soon...


They've been doing construction on a new exit 9 that will open on 3/9. The old one about 40m south is apparently too close to the demolition zone of the current Tokyu Department Store's East Wing. There's also a new building going here over the next 3-5 years too, so...


Exit 16 is the number for the new southernmost entrance into the station. It and the new Hikarie Gate #2 ticketing plaza will open on 3/16.


Transferring will be a pain for those used to jumping off at Shibuya and walking 1 minute to the JR side or the Ginza Line or 4 minutes to the Keio side... So this map will help them with that.


And here's an exploded view of the improved Shibuya Station...


Still waiting on those new faregates to be installed... Note they've replaced the LED sign on the left side now too and it will go into service when platforms 5 & 6 go into service.


Platform gates have been signed, and since this is a Tokyu managed and owned station, it looks just like the signage on the Meguro line's gates. Notice the Toyoko line map on the wall!


The gates that are in service now have seals over the new signs and Tokyo Metro style labels over them for now.


DAIKANYAMA STATION



They're starting to remove the netting and plastic coverings over the new station fixtures now. Here you can see the deviation from the flat temporary decking and the new platform's slope underneath.

NAKA-MEGURO STATION

The new plaform extensions are getting their roofs and blacktop.




JIYUU-GA-OKA STATION



Same here.


TOKYO METRO FUKUTOSHIN LINE STATIONS




All stations are getting their signage updated now... These are some from Meiji Jingu-mae station. Again, I overheard some tourists not sure why all trains were stopping at Shibuya and not Yokohama like the signs now say. :LOL:

Wow... In less than a month, this won't ever be seen again...
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Last edited by starrwulfe; February 17th, 2013 at 06:53 PM.
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Old February 18th, 2013, 05:53 AM   #4819
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JICA funding a possible option for Manila monorail
http://business.inquirer.net/108015/...b-bgc-monorail

Quote:
The feasibility study for a P70-billion monorail project at the Bonifacio Global City may be up for Japanese funding, depending on the outcome of a presentation to the National Economic and Development Authority (Neda) and the Japan International Cooperation Agency (Jica) next month.

Arnel Casanova, president of the Bases Conversion Development Authority (BCDA), said the target was to present the pre-feasibility study next month to Neda and Jica and a decision would be made if funding for the study could come from the Japanese agency.

Economic Planning Secretary Arsenio Balisacan, who is also Neda director general, noted that the preparation of the feasibility study, if it would proceed, need not be tied to the funding source of the project.

“Normally railways are expensive due to civil works. Other technologies may be considered—for example, trains that run on rubber tires instead of the usual tracks, but the main concerns are that they should entail minimal right of way and must fit the aesthetics of BGC,” Casanova said.

So far, the pre-feasibility study funded by the Japanese Ministry of Economy, Transportation and Industry considered user fees as the main revenue generator for the proposed monorail project but other income streams such as commercial transport hubs and malls complementing the rail line would be studied more closely, Casanova said.

If approved soon, the monorail project can be completed by 2016. The proposed 12.56-kilometer elevated monorail is envisioned to connect BGC to the cities of Makati and Pasay through the Metro Rail Transport (MRT) system as well as the Manila international and domestic airports. The present alignment being considered starts from the MRT 3 (Guadalupe Station), enter Bonifacio Global City through the north gate and end at Ninoy Aquino International Airport Terminal 3 building.

BCDA, which turns military assets into productive civilian use to raise funds for state projects (including the Armed Forces of the Philippines’ modernization program), is also coordinating with various government agencies such as the departments of Transportation and Communications and of Public Works and Highways as well as the PPP Center to have a “complete picture” of infrastructure developments and timelines that might complement or involve the assets managed by the state-owned firm.
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Old February 18th, 2013, 05:54 AM   #4820
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Low-energy ventilation system planned for Canal City Hakata station on Nanakuma Line extension
http://www.nishinippon.co.jp/nnp/item/348607

Quote:
 2020年の開業を目指す福岡市営地下鉄七隈線の延伸計画(天神南-博多、1・4キロ)で、市交通局は同市博多区の商業施設キャナルシティ博多付近に建設する新駅に、省エネルギーの空調設備を導入し、年間電気料金が従来の半分で済む「環境創造駅」とする方針を固めた。天井や床面に水を流す「放射冷房」と、地下水の「地中熱」を利用したのが特徴。市によると、地下鉄では全国初の試みという。

 放射冷房は、駅ホームの天井と床面に数十センチ間隔で敷き詰めたビニール製のホースに水を流すことで、乗客の体から放出される赤外線を吸収し、体感温度を下げる仕組み。地中熱による空調は、線路も含めた駅床の地下全体に常時16、17度の地下水を循環させ、真夏でもホームの温度を30度程度に保つという。

 市交通局によると、市営地下鉄事業全体の年間電力使用量は9250万キロワット時(11年度)で、夏の冷房や照明など駅関連が55%を占める。外部有識者などでつくる検討委員会は設置費用が安く、高い効果が期待できる二つの空調方式に着目。駅内の照明も全て発光ダイオード(LED)化し、従来方式なら約2千万円かかる駅の年間電気料金を半分に抑えるという。

 検討委の九州大大学院合田忠弘特任教授(電力エネルギー環境工学)は「余計な経費をかけないように注力し、節電効率の極めて高い地下鉄駅の全国的なモデルになる」と話している。市は今後、既存の駅や他の市営施設にも応用していく方針。

This new ventilation system will halve annual ventilation costs, and will be the first such system among Japan’s subways. In particular, they will use radiative cooling—PVC pipes will be embedded into the ceiling and floors of the station’s platform level to absorb UV rays emitted from passengers’ bodies and reduce the effective temperature. They will also use pump 16-17° underground water underneath the platform, maintaining temperature on the platforms at 30° even during the summer.

According to Fukuoka City, annual electricity usage on the city’s subway system is 92.50 million kWh (FY2011), of which 55% is related to station facilities including AC and lighting.
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