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Old May 24th, 2013, 03:34 PM   #5521
k.k.jetcar
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Quote:
Originally Posted by bill937ca View Post
Interesting how the traffic declines in the evening after 2000 hrs unlike many other private railways.
Makes sense, as the Ginza Line is an inner city line. People clear out the offices by 8pm. The private lines link the suburbs with the city.
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Old May 24th, 2013, 07:58 PM   #5522
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Quote:
Originally Posted by k.k.jetcar View Post
As far as an orthodox crossover arrangement, JR East manages 28tph at its Chuo Line terminus at Tokyo Station. I think signal spacing was changed to allow this, and as you can see 60km/h is the speed limit through the crossover:


timetable:
http://ekikara.jp/newdata/ekijikoku/...1_13101011.htm
What I find interesting is that in the AM peak, there are so many departures from Tokyo Station between 8 and 9am, but it looks like it is evenly spread out between 5 and 7pm (PM peak). And by the way, which among them would be the services for..

• Commuter Rapid
• Chuo and Ome Liner
• Special Rapid

I can see the various colors, but in Japanese, I can't tell directly.
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Old May 24th, 2013, 08:54 PM   #5523
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[中快]…[中央特快] , [青快]…[青梅特快] (orange) Chuo and Oume Special Rapid

[快]…[快速] (blue) rapid

[通快]…[通勤快速] (green) commuter rapid

[ホ青]…[ホームライナー]青梅ライナー (black) Oume Liner

[ホ中]…[ホームライナー]中央ライナー (black) Chuo Liner

Others are local all stops services

The concentration of services in the morning is because most everyone needs to be in the office by 9:30 at the latest. In the evening, the passenger flows are more spread out.
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Old May 24th, 2013, 09:08 PM   #5524
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I get it now. There's another interesting observation: between 4:30 and 6am, and from 11pm until the last trip at 12:35am, it seems like the symbols used are either local or the numbers are counting down... Does that mean that the trains stop also on the Chuo Local Service tracks, and do those have the same destinations (e.g. Takao or Tachikawa) at the western end?
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Old May 25th, 2013, 05:02 PM   #5525
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The first and last trains are locals. The last two trains of the night are for Musashi Koganei and Mitaka.
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Old May 26th, 2013, 01:21 AM   #5526
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Quote:
Originally Posted by fieldsofdreams View Post
I get it now. There's another interesting observation: between 4:30 and 6am, and from 11pm until the last trip at 12:35am, it seems like the symbols used are either local or the numbers are counting down... Does that mean that the trains stop also on the Chuo Local Service tracks, and do those have the same destinations (e.g. Takao or Tachikawa) at the western end?
Those first and last trains of the day that run "Local" move to the tracks used by the Chuo-Sobu Line between Ochanomizu and Mitaka. All other rapid and limited express services use the fast tracks between the two stations.

To complicate the matter a little further on the Chuo Line, a handful of commuter trains and the majority of the limited express trains start and terminate at Shinjuku rather than Tokyo, and on special occasions there are "Holiday Rapid" services which also start and terminate at Shinjuku. Also in the morning, there are "Commuter Special Rapid" services which run towards Tokyo only.
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Old May 26th, 2013, 03:00 AM   #5527
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Quote:
Originally Posted by k.k.jetcar View Post
In the case of the Shibuya Line terminus, the crossovers are located past the station- thus not creating a bottleneck as the arrival and departure platforms are separate. Deadhead train movements do not interfere with revenue runs. This layout is shown in the last diagram on this webpage:
http://bizmakoto.jp/makoto/articles/...6/news018.html
Thanks. There are still potential bottlenecks at termini where trains reverse beyond platforms - notably time taken to check that trains are empty (if required), platform re-occupation time, and crossover occupation time. However, a well designed reverse beyond platforms terminus can reverse more trains than a well designed reverse in platforms terminus. In fact, all metro lines in the world that operate at 34tph or more (in Paris, Moscow, Kyiv, Santiago, Sao Paulo) trains reverse beyond platforms at termini.

It is interesting to note that Shibuya terminus will be re-built as a reverse in platforms terminus in the near future.
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Old May 26th, 2013, 09:13 AM   #5528
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Quote:
Originally Posted by AG View Post
Those first and last trains of the day that run "Local" move to the tracks used by the Chuo-Sobu Line between Ochanomizu and Mitaka. All other rapid and limited express services use the fast tracks between the two stations.

To complicate the matter a little further on the Chuo Line, a handful of commuter trains and the majority of the limited express trains start and terminate at Shinjuku rather than Tokyo, and on special occasions there are "Holiday Rapid" services which also start and terminate at Shinjuku. Also in the morning, there are "Commuter Special Rapid" services which run towards Tokyo only.
I've noticed that as well, especially with at least four platforms in Shinjuku Station (platforms 7 and 8 inbound, platform 11 and 12 outbound) dedicated to the Chuo Line alone... It makes me wonder how many passengers per day are carried along that line west of Shinjuku compared to east of it. With that multitude of service types, it looks like the Chuo Line in Tokyo is indeed one of the busiest JR train lines in the Tokyo Metropolitan Area.
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Old May 26th, 2013, 11:54 AM   #5529
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Quote:
It makes me wonder how many passengers per day are carried along that line west of Shinjuku compared to east of it.
It would be more west of Shinjuku. Many passengers would get off at Shinjuku to transfer to other lines. According to government figures from two years ago, the stretch of the Chuo Line between Nakano and Shinjuku is the seventh most congested line in the Tokyo Metropolitan area, at 193% passenger loadings in the 7:55 to 8:55 time slot.

see the second slide:
http://www.mlit.go.jp/common/000225773.pdf
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Old May 26th, 2013, 04:40 PM   #5530
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Many say one of the biggest bottlenecks for commuter rail in Tokyo is the so-called Rapid section of the Chūō Line between Takao and Shinjuku. There are a LOT of people living along the stations on this part of the Chūō Line and even with 10-car E233-0 trainsets, overcrowding is a serious problem during commute hours.

This is the same problem that plagues the Keihin-Tohoku Line, but I expect that problem to be dramatically reduced once the Tōhoku Jūkan Line opens, which will allow trains coming in from Takasaki and Utsunomiya to go directly to Yokohama Station, alleviating a crowding problem at Omiya and Ueno stations now where commuters coming in from Saitama, Gunma and Tochigi prefectures have to change over to the Keihin-Tohoku Line trains.
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Old June 2nd, 2013, 05:24 PM   #5531
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I believe that we won't hear much in the way of news from train service until around September, when the announcements for middle October 2013 schedule changes and new trainset arrivals/old trainset retirements scheduled for retirement are made.

On thing that is of interest is when will JR West start to replace their aging JNR Class 113/115 trainsets on San'yō Main Line service--JR West has publicly said they are looking at replacing them around October 2012, and tested a two-car 223 Series trainset between Shimonseki and Fukuyama Stations for several months recently. My guess is that JR West will soon announce a production run of upgraded 225 Series trainsets with more powerful motors so the trainset could handle the Senohachi grade between Seno and Saijō Stations east of Hiroshima.
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Old June 4th, 2013, 12:18 AM   #5532
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Quote:
Originally Posted by sacto7654 View Post
I believe that we won't hear much in the way of news from train service until around September, when the announcements for middle October 2013 schedule changes and new trainset arrivals/old trainset retirements scheduled for retirement are made.

On thing that is of interest is when will JR West start to replace their aging JNR Class 113/115 trainsets on San'yō Main Line service--JR West has publicly said they are looking at replacing them around October 2012, and tested a two-car 223 Series trainset between Shimonseki and Fukuyama Stations for several months recently. My guess is that JR West will soon announce a production run of upgraded 225 Series trainsets with more powerful motors so the trainset could handle the Senohachi grade between Seno and Saijō Stations east of Hiroshima.
Whenever it happens, it won't be soon enough... those trains are getting OLD.
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Old June 4th, 2013, 01:04 AM   #5533
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Twitter map of Tokyo

http://www.flickr.com/photos/twitter...7633647745984/

Easy to see the lines and stations...
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Old June 4th, 2013, 10:13 PM   #5534
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Mixed reaction to ₯1 increment for train fares
「1円刻み運賃」導入 鉄道各社で温度差

http://sankei.jp.msn.com/economy/new...0450000-n1.htm

We first learned about this a few weeks ago, when it was revealed that JR East and other train operators in the Tōkyō area were considering switching to a new fare collection policy that assesses fares to the nearest ₯1 when the consumption tax rate is increased in April of next year. The changes would only apply to fare payments made with IC cards.

However, railway operators outside of Greater Tōkyō have not warmed up to that particular idea, mostly due to slower acceptance of IC farecards outside of Tōkyō. A ₯1 increment does have merits in terms of making fares more “equal” and accurate, and the high acceptance of IC farecards in the Tōkyō area (80% for non-commuter pass trips) means that rolling out such a system for IC cards only would be possible, eliminating the need for a major investment in TVM upgrades to accept ₯1 coins for paper tickets. In addition to JR, both Tōkyō Metro and Tōkyū Corporation have expressed interest in implementing a ₯1 increment.

However, JR West, Hankyū–Hanshin Holdings, and JR Shikoku have all announced they will stick with the existing ₯10 increment. Outside of Tōkyō, IC farecard acceptance is still in the 30 to 40% range (non-commuter pass trips), and there is the possibility that some users of TVMs and regular paper tickets will complain.
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Old June 4th, 2013, 10:15 PM   #5535
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Mitsubishi Heavy Industries receives order for Singapore LRT capacity expansion
http://www.mhi.co.jp/en/news/story/1305221663.html

Quote:
Tokyo, May 22, 2013 - Mitsubishi Heavy Industries, Ltd. ("MHI"), in collaboration with Mitsubishi Corporation ("MC"), has received an order from the Land Transport Authority ("LTA") of Singapore, for the design, manufacture, installation and commissioning of the capacity expansion of the existing Sengkang and Punggol lines that serve new residential areas in the northeast side of Singapore. The contract is valued at 12 billion yen, and work is expected to be completed by 2016.

The existing Sengkang and Punggol Automated People Mover (APM) systems were supplied by MHI and MC, who were awarded the contract by the LTA in 1998. The fully automated, driverless, rubber-tired systems travel a distance of 22km and were inaugurated in 2003 (Sengkang line) and in 2005 (Punggol line) as feeder lines connecting the North East Line stations with the Sengkang and Punggol residential areas. The increasing daily usage of the system has resulted in significant growth in system ridership, which has prompted the necessary capacity expansion.

The new order includes: 1) supplying 16 newly manufactured cars (with each vehicle comprising 2-cars), 2) modification of 16 of the 41 existing cars for two-car vehicle operation, and 3) upgrading the signaling and power supply systems. As a result of the capacity expansion, the System will gain increased operational flexibility by allowing for vehicle configurations comprising either single car or two cars trains, rather than limiting the system to only single car train configurations. MHI and MC will be responsible for the design, supply, installation, testing and commissioning of the cars, signaling, and electrical systems. Modifications and upgrades to the existing systems, as well as testing and commissioning activities, will be performed during off peak hours.

The Sengkang and Punggol lines were the first application of MHI's fully automated, driverless, rubber-tired "Crystal Mover" APM system for an urban transportation application outside of Japan. This repeat order is further evidence of the exceptionally high operational performance, safety, and reliability of the Crystal Mover technology.

This reputation for excellence is recognized internationally, as MHI has supplied several APM systems for major airport and urban applications, worldwide, including APM systems at Changi International Airport (Singapore), Incheon International Airport (South Korea), Hong Kong International Airport (ROC), Dubai International Airport (UAE), Hartsfield-Jackson Atlanta International Airport (USA), Washington Dulles International Airport (USA), and two separate systems at Miami International Airport (USA).

Further upgrades to existing lines and expansion of transportation capacity are under development at numerous projects on a global scale, and MHI remains at the forefront of supplying reliable, safe, and innovative transportation systems that will continue to drive the worldwide market and contribute to a more sustainable future.
Japanese press release:
http://www.mhi.co.jp/news/story/1305225364.html

Local news report from last year in Singapore:

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Old June 4th, 2013, 10:16 PM   #5536
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Yui Rail sets new records for annual revenue, ridership
沖縄都市モノレール 過去最高売上を更新

http://article.okinawatimes.co.jp/ar...13-06-01_49937

Results for Yui Rail for FY2013 (ending March 2013) are in, with operating revenues posting a 6.5% year-over-year increase to ₯2,711,110,000, marking the second straight year of record-making performance. In particular, fare revenues were up 6.2% to ₯2,552,370,000, while other revenue sources were up 12.9% to ₯158,730,000. Ridership reached a record high of 14,229,789 passengers as a result of increased tourism numbers, trackside development, and relaxed restrictions on the use of special day passes. As a result of depreciation costs, the system is still in the red on an annual basis, but is expected to begin generating profits starting in FY2018.

Regarding the extension to Urasoe City, preliminary work will begin in July of this year, followed by the real work for support columns, etc. starting in October. Opening is scheduled for spring 2019.
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Old June 4th, 2013, 10:20 PM   #5537
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Naha City launches new trial shuttle bus service for tourists
ゆいゆい号始動 那覇市内観光地を毎日巡回

http://ryukyushimpo.jp/news/storyid-...rytopic-1.html

This is a trial program to operate a shuttle bus service that operates a loop serving the city’s main attractions, including Shikina Park (識名園), Shuri Castle (首里城), Omoromachi (おもろまち), and Kokusai-dōri (国際通り). Like most such services, it will be specially branded(那覇ま~い ゆいゆい号), operating a total of 25 trips a day at 20- to 25-minute headways starting at 8:30 am. Ten of the morning trips will also feature a tourist guide on board to help orient passengers. Fares are a flat ₯220, with one-day passes, also valid on other buses operating locally within the city, costing three trips (₯660).

The trial service will be operated jointly by the Naha City Tourism Association (那覇市観光協会) and Naha Bus (那覇バス) using approx. ₯160 million in funding, and will be in place until March 2015, with the eventual hope of continuing it beyond that date.

This should be great… A lot of cities in Japan have similar systems, and it makes getting around and visiting sights much, much easier. While Okinawa island is still in a bit of a unique situation given the heavy traffic congestion and spread-out distribution of tourist attractions, this would at least make it easier to visit the sights within Naha City. I actually walked from Shuri Castle to Shikina Park—not a bad walk by any means, but not recommended for elderly, people who cannot read Japanese, and / or people without access to a detailed map of the area.

The traffic congestion in particular was interesting, as Okinawa was pretty much the only place I visited where the bus was actually late. I took the bus in a lot of places, but Okinawa was the only case where I actually noticed any significant schedule delay.
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Old June 4th, 2013, 10:21 PM   #5538
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Mobile Create tapped to develop Okinawa Island IC farecard system
http://contents.xj-storage.jp/conten...0531054774.pdf

Quote:
当社は、沖縄本島のバス事業者様4社及びモノレール事業者様1社向け「沖縄本島IC乗車券システム」導入の提案に参加しておりましたが、この度、当社の提案が採用され開発業者として選定されましたので、お知らせいたします。



1. 今回の開発業者選定について

当社は、沖縄県を重要地域として事業活動を展開しております。

当社は、沖縄県総合交通体系基本計画に基づき、人及び環境に優しい都市構造を支える利便性の高い公共交通ネットワーク構築の実現のため、公共交通活性化に向けた取組の一環として各事業者様にIC乗車券システム導入及びバスロケーションシステム導入を提案してまいりました。

バスロケーションシステムについては、既にバス事業者様4社に当社システムを導入していただいておりますが、この度、IC乗車券システムの開発においても当社の3Gオンラインによる提案が採用されました。

当社グループは、同県における更なるサービス向上のために電子マネー決済等ソリューションビジネスを強化し、より競争力のあるサービスの提供を図り、企業価値拡大を目指してまいります。

2. 事業規模について

本件システムにつきましては、各事業者様と要件定義等の詳細協議後に個別に契約する予定となっており、現時点で当社の請負金額を確定するのは困難ですので、概算の事業規模をお知らせいたします。

事業規模 約20億円
保守・運用を除く初期費用であり、当社単独の売上予定金額であります。

3. 今後の見通し

本件に係る売上高約20億円につきましては、平成26年5月期及び平成27年5月期の2期間にてシステム開発の進捗に応じて計上される予定であります。
Good news for Okinawa Island, as this farecard will be accepted on both the monorail (Yui Rail) and the four main bus operators—Ryūkyū Bus Kōtsū (琉球バス交通), Naha Bus (那覇バス), Okinawa Bus (沖縄バス), and Tōyō Bus (東陽バス). I didn’t realize this at first, but there is a single-fare zone for Naha City in addition to the distance-based fares using 整理券 for trips outside of the city. An IC card should make the fare payment and collection process much less of a hassle.

Mobile Create proposed both an IC card system and GPS bus locator system for Okinawa, the latter of which has already been introduced and is in use.
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Old June 4th, 2013, 10:23 PM   #5539
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Nishitetsu considers major improvements to Fukuoka bus service
ピストンバスで渋滞緩和 西日本鉄道 通りで色分け 福岡

http://sankei.jp.msn.com/region/news...2060002-n1.htm

I was very impressed with most of the bus service I had the opportunity to use on my last trip, but Fukuoka was one of the cities that stood out… There are a lot of buses, and they are patronized very well.

Currently, Nishitetsu Bus operates all of Fukuoka’s local bus services, and with close to 1,900 buses (plus another 650 on lease to subsidiaries), it is one of the largest bus operators in Japan. On 2013.06.03, it was revealed that they are considering some major improvements to bus service focused on trunk lines serving central Fukuoka City. The effort is designed to attract automobile users as well as make the system easier to use for tourists, and would involve high-frequency, end-to-end (ピストンバス), color-coded service along major avenues in the city including Meiji-dōri and Watanabe-dōri, which run east-west and north-south through Tenjin, respectively. Currently, the bus service can be somewhat difficult to understand for visitors, and there is a high level of traffic congestion due to all the buses on the road, combined with car traffic, particularly around Tenjin and Hakata.

As the first phase of improvements, Nishitetsu will focus on bus service in the Tenjin area, color-coding routes by corridor and operating so-called “piston bus” service at headways of every 10 minutes or less. The vision also calls for park-and-ride facilities at the outer terminals to attract drivers. When the full length of the Kyūshū Shinkansen’s Kagoshima route opened in March 2011, Nishitetsu Bus introduced a Tenjin Liner service between Hakata and Tenjin, with special branding using yellow buses. This new round of improvements would build off that and make the system much easier to use for locals and tourists.
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Old June 4th, 2013, 10:25 PM   #5540
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Reinstitution of Hiroshima Airport – Kure bus service slips to July
空港バス再開7月以降 呉市

http://www.chugoku-np.co.jp/News/Tn201305070030.html

The reinstatement of fixed-route bus service between central Kure City and Hiroshima Airport (Mihara City) will likely be delayed to July at the earliest due to some unexpected difficulties in getting approval from the Hiroshima Branch Transportation Bureau (広島運輸支局). The original hope was to resume bus service sometime in May.

The service would be operated by Hiroshima Electric Railway (Hiroden), which already filed applications for the new service with the bureau on 2013.04.23. It will take about a month for approvals, and then another 1-2 months of PR and marketing by the city and others before the service can begin.

The original service between the airport and central Kure City was abandoned at the end of March 2011 due to struggling ridership. The opening of portions of the Higashi-Hiroshima – Kure Road in December 2012 means that travel time would now be shorter, so the city decided to reinstate the service. Hiroden would operate 7 roundtrips daily, with one-way fares set at ₯1,300 (₯2,200 roundtrip).
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