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Old September 4th, 2013, 03:01 PM   #6021
sacto7654
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A couple of comments:

1. I was suggesting an improved passenger connector between the JR and Tokyo Ochanomizu stations because the Marunouchi Line goes through an area of Tokyo that contains a LOT of Japanese government and business offices. Many people who live in western Tokyo along the JR East Chūō Main Line as far west as Takao Station often transfer at Ochanomizu to get to business and government offices--and it's why overcrowding on the Marunouchi Line is still an issue.

2. I still think Hankyu will eventually rebuild Jūsō Station. The station is an important one for Hankyu's rail network and deserves to be rebuilt to modern standards.
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Old September 4th, 2013, 04:29 PM   #6022
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Quote:
Originally Posted by sacto7654 View Post
Are the upgrades to JR East Ochanomizu Station include better passenger connections with the Tokyo Metro Marunouchi Line station nearby?
It's kind of difficult when the stations are on opposite side of a valley with a river flowing in the middle don't you think.
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Old September 5th, 2013, 07:38 PM   #6023
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Elevation of Tōbu Isesaki Station to be completed next month
高架化工事が来月完了 東武・伊勢崎駅 新路線供用開始へ

http://sankei.jp.msn.com/region/news...2110000-n1.htm

On 2013.09.04, Gunma Prefecture announced that grade-separation (elevation) works on the Tōbu Railway Isesaki Line, which include new elevated stations at Isesaki (Kuruwachō, Isesaki City) and Shin-Isesaki (Chūōchō, Isesaki City) will be completed by 2013.10.19, with rail service on the new elevated tracks beginning the same day.

Isesaki Station is served by both JR and Tōbu trains, with tracks from both lines running at-grade, cutting off neighborhoods and resulting in traffic congestion at grade crossings. As a result, Gunma Prefecture, Isesaki City, and the two railways began work on grade-separating the tracks in FY2000. Work on the JR tracks proceeded first, with 2.5 km of the Ryōmō Line around Isesaki Station elevated by May 2010. Work on the Tōbu tracks, extending about 2.2 km southeast from Isesaki Station, began in FY2009.

===

Elevated Isesaki Station under construction, shot from the adjacent elevated JR station:

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Old September 5th, 2013, 07:40 PM   #6024
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Toei Shinjuku Line extension to Shin-Kamagaya shelved
新鎌ケ谷への延伸計画廃止 検討委員会が解散 都営新宿線

http://www.chibanippo.co.jp/c/news/economics/154647

A working group established by Chiba Prefecture, Ichikawa City, and Kamagaya City to investigate the potential extension of Tōkyō Subway Line 10 (Toei Subway Shinjuku Line) from its current terminus at Moto-Yawata Station (Ichikawa City) east to Shin-Kamagaya Station (Kamagaya City) was dissolved on 2013.09.03.

Faced with poor prospects for population growth along the line due to a declining birthrate, as well as the massive hurdle presented by the ¥140 billion capital cost of the project, made it difficult for the project to pencil out financially. There was also some fear that the line would simply siphon riders off the Hokusō Railway, which has yet to pay itself off completely.

===

Cab view on a Sky Access limited express from Takasago to Narita Airport. Shin-Kamagaya is at 11:42.

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Old September 7th, 2013, 02:08 AM   #6025
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Becamex Tōkyū to establish three CNG bus routes in Vietnam
ベカメックス東急、CNGバス路線3線を整備

http://www.hotnam.com/news/130905033209.html

The Bình Dương Province People’s Committee agreed to move forward with a public transport plan for Bình Dương g New City being spearheaded by Becamex Tōkyū, in cooperation with Becamex IDC and Japanese railway group Tōkyū Corporation.

Three new compressed natural gas (CNG) bus routes would be established, developed using Japanese technology, linking Bình Dương New City with surrounding cities (Thủ Dầu Một City, Thuận An Town, Dĩ An Town, and Hồ Chí Minh City) by as early as the second quarter of 2014.

As part of the plan, the Provincial People’s Committee has submitted a proposal to the Prime Minister to waive the incise taxes for importing the 36 CNG buses.

===

If you remember, this is one of Tōkyū’s major foreign projects, where they hope to introduce Japanese-style new town development—of which Tōkyū was one of the pioneers—to Vietnam.

Morning rush hour on the Tōkyū Den’en Toshi Line at Fujigaoka Staiton:

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Old September 7th, 2013, 02:10 AM   #6026
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Direct bus service for Fukuoka Airport proving to be a hit
都心直通バス、利便性向上に成果 福岡空港 課題は東南ア市場開拓

http://sankei.jp.msn.com/region/news...2290002-n1.htm

A joint public-private effort to improve convenience for visiting foreigners entering Japan at Fukuoka Airport has garnered some success. A meeting of the stakeholders involved in the fixed-route bus service directly linking the airport with central Fukuoka City was held on 2013.09.05, where spokespersons indicated that ridership had increased. The next steps involve capturing passengers on new direct flights to Europe that recently began (namely, Amsterdam), as well as attracting visitors from Southeast Asia, where the popularity of Japan is growing.

About half of all foreigners visiting the main island of Kyūshū use Fukuoka Airport, which recorded 560,000 foreign passengers in 2012. Despite this, there had been repeatedly voiced concerns about the lack of convenient access from the airport’s International Terminal and the Tenjin and Hakata areas in central Fukuoka. The MLIT’s Kyūshū Transport Bureau (九州運輸局) joined forces with Nishi-Nippon Railroad (Nishitetsu), JR Kyūshū, Fukuoka City, and others to establish a working group to tackle the issue of access improvements for International Terminal users.

As a result, Nishitetsu established a new bus route linking the terminal with Tenjin and Hakata in March. In addition, a special stop just for foreigners was added at the International Terminal, with the Fukuoka City Taxi Association (福岡市タクシー協会) deploying a taxi concierge capable of meeting the needs of visiting foreigners.

At the meeting on 2013.09.05, Nishitetsu announced that ridership on the bus service, which makes 29 roundtrips a day, is currently averaging about 300 to 400 passengers and rising. The railway plans to increase service from the current 30-minute headways to 15- to 20-minute headways, as well as implementing other improvements such as added trips during the early morning and late evening and new routes running directly to hotels. Other attendees also noted the need for a high-visibility bus stop that allows passengers to easily identify airport-bound bus services, as well as increased marketing domestically and overseas of bus routes and the premium taxi services.

===

Cab view on Nishitetsu Bus service connecting the airport’s International Terminal and Domestic Terminal:



Inside:

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Old September 7th, 2013, 02:11 AM   #6027
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Tanabe City opposes relocation of Kii Tanabe Station
隣接地への移転に反対 JR田辺駅建て替えで田辺市

http://www.agara.co.jp/modules/daily...storyid=259273

On 2013.09.04, Tanabe City revealed that it had been approached by JR West’s Wakayama office in late July about the potential of constructing a replacement station building for JR Kii Tanabe Station (Minato, Tanabe City) as part of the station’s seismic retrofit process. The new station building would be located adjacent to the current station building. However, the city is currently working on several proposed improvements around the station’s current location, and requested that JR rebuild the station at the current site.

As part of its strategy in mitigating the effects of earthquake and tsunami damage, JR West’s current policy focuses on prioritizing retrofit projects for limited express stations on the Kisei Line, such as Kii Tanabe. The current station building is a two-story wooden structure built in 1932, but is beginning to show its age. Located only 6 m above sea level, the station would be inundated up to its second story based on tsunami estimates published by Wakayama Prefecture in Marc hof this year.

According to the city, JR West proposed constructing a replacement station building approximately 4 to 5 stories tall to the north of the existing site. Railway maintenance facilities scattered around the station area would be consolidated, and the station building would also serve as a tsunami evacuation facility for JR passengers and area residents.

However, work on various improvements around the station being carried out by the city, one of the core Central City Revitalization Projects (中心市街地活性化計画) identified by the national government, are focused around the station staying at its current location. JR participated in those discussions, and the project is scheduled for completion this month. The city is concerned that the proposed relocation would negate the convenience of the various facilities and buildings outside the station, which have been placed to optimize circulation assuming the station at its current location. The city also says that the new location would place the station’s passenger entrance near the city’s parking garage entrance, increasing conflicts between pedestrians and vehicles.



===

Perhaps they should just construct a temporary station building to the north, demolish the existing building, and then build the permanent new one at the current location. Yes, it’s probably a bit more costly, but then the city should offer to foot most of the bill for the additional cost.
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Old September 7th, 2013, 02:12 AM   #6028
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Toyama University to roll out student IDs with IC farecard compatibility
富山大 25年度新入生にIC乗車券機能付き学生証

http://www.shijyukukai.jp/2013/09/1120

While many schools are turning to IC-based student IDs to improve campus security, Toyama University will become a pioneer in this growing trend by rolling out IDs that feature compatibility with IC farecards used to pay fares on transit services. The university produced the new joint farecard / student IDs for the approx. 2,500 freshman that began attending this April, and plans to produce another batch over the New Year’s period for about 4,500 sophomores and older students.

====

The ex-Keihan 3000 series double-decker TV car began operating on the Toyama Chihō Railroad on 2013.08.25. A video report:



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Old September 7th, 2013, 02:13 AM   #6029
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Kintetsu, Yokkaichi City extend negotiating period to decide fate of Utsube, Hachiōji Lines
近鉄と四日市市、内部・八王子線の交渉期間を延長…「公有民営」で合意へ

http://response.jp/article/2013/09/02/205422.html

In response to the potential abandonment of the Utsube and Hachiōji Lines, Mie Prefecture’s Yokkaichi City and railway operator Kinki-Nippon Railway (Kintetsu) have agreed to extend the negotiating process as they finalize a plan to transfer the lines to a joint public-private scheme of public ownership and private operation. The news was announced by Kintetsu on 2013.08.30.

Originally, the railway had proposed converting the lines, generating an annual deficit of a little under ¥300 million, to bus rapid transit (BRT) service, submitting plans to Yokkaichi City. After the city fervently requested the retention of rail service, Kintetsu responded that the only solution was to transfer the line to public ownership, with operations handled by the private sector. The scheme allows the private-sector operator to absolve itself of the costs of owning and maintain the infrastructure. The original deadline for negotiations was late August, but they will extend it another 2-3 weeks to sort out all the details.



===

A nice video report of the lines (2013.08):

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Old September 7th, 2013, 02:14 AM   #6030
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JR East submits permanent bustitution plan for Iwaizumi Line
JR、岩泉線の代替バスを提案 岩手県・沿線2市町に

http://www.kahoku.co.jp/news/2013/09/20130906t31009.htm

On 2013.09.05, JR East’s Morioka office formally submitted a permanent plan to Miyako City, Iwaizumi Town, and Iwate Prefecture to operate substitute buses for the 38.4 km Iwaizumi Line (Moichi – Iwaizumi), where rail service has been discontinued indefinitely after the railway said it intends to abandon the line completely.

According to the plan, JR East would assume responsibility to operate the replacement bus service, which would follow the current alignment of the rail line. Service levels, including number of trains, number of stops, and fares, would be equivalent to the existing rail service. The railway would also transfer ownership of the stations, land, and other railway facilities for free to the two local governments, although spokespersons say that opportunities to reuse the land for roads is limited to flat sections, as there are a total of 111 locations along the alignment susceptible to landslides and slope failures.

The railway says that ensuring safe operation of the line requires a large sum of investment not in line with the current ridership, and that it has no choice but to abandon rail service in favor of buses. The local and prefectural governments had been lobbying for JR to retain the service, saying the cost to restore the line to operation were actually a mere one-sixth of JR’s ¥13 billion estimate. Service on the entire line has been discontinued indefinitely since July 31, 2010 following a derailment due to a landslide, injuring three passengers and two crewmembers. Ridership demand on the line was a mere 46 passengers per km per day in FY2009, the lowest among all 67 lines in the country. Since train service was discontinued, substitute buses have been running about 8 roundtrips a day.



===

A tour of the discontinued Iwaizumi Line:

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Old September 7th, 2013, 02:16 AM   #6031
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First phase of Kesennuma Line BRT complete
BRT専用道が完工 気仙沼線21・7キロ 3区間、5日から利用 宮城

http://sankei.jp.msn.com/region/news...2030000-n1.htm

On 2013.09.02, JR East’s Sendai office announced that it had completed construction of the bus rapid transit (BRT) right-of-way for the Kesennuma Line, which was damaged in the tsunami following the Great East Japan Earthquake. Buses will begin operating on the newly-completed segments of exclusive ROW on 2013.09.05, shaving as much as 7 minutes off the travel time. The railway’s ultimate plans call for increasing the ROW from the current 40% of the line to 70% of the 55 km line, but construction of the remaining segments has not yet been finalized and discussions are still underway with local governments, so work will come to a close for the time being.

In particular, the new segments to open are 3.5 km between Rikuzen Togura (陸前戸倉) and Shizugawa (志津川), 3.8 km between Shizugawa and Shimizu-hama (清水浜), and 2.8 km between Rikuzen Minato (陸前港) and Rikuzen Koizumi (陸前小泉). The total length of the BRT ROW will increase to 21.7 km, with stations at Rikuzen Togura, Rikuzen Minato, and Kurauchi (蔵内) relocated to new locations along the ROW.

===

According to this article, approx. 18% (144 students) of students at Kesennuma High School and 37% (130 students) of students at Shizugawa High School commute to school using the BRT, and while travel time between Yanaizu and Kesennuma is about 19 to 32 minutes slower than the local trains, there are now 63 trips on the service, far more than the maximum 22 trips that used to operate with trains.

While the biggest advantage of the buses is flexibility in operating schedule, they are obviously at a disadvantage in terms of capacity, and overall rider response is mixed. In fact, ridership has still somewhat struggled due to the time it is taking for these areas, damaged in the earthquake and tsunami, to fully recover. Daily ridership was estimated at approx. 380 passengers for the BRT based on a simple survey conducted by JR East in April, only about 40% of the rail ridership (898 daily passengers) in FY2009.

BRT cab view from Rikuzen Togura to Shizugawa:



JR East is also still pushing for BRT for the 55.4 km Yamada Line between Miyako (宮古) and Kamaishi (釜石), also damaged in the earthquake, but the four local city and town governments are continuing to oppose the plan. The railway will increase the 10 km of BRT ROW from the original plan (just under 20% of the entire line) to improve the on-time performance. The railway has already agreed to pay for about ¥14 billion of the estimated ¥20 billion project cost, with the remainder to be the responsibility of the local jurisdictions.
http://www.kahoku.co.jp/news/2013/09/20130903t35018.htm
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Old September 7th, 2013, 02:18 AM   #6032
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Plan to connect Aterazawa Line and Nagai Line using DMV technology
左沢線と長井線 DMVで結ぶ構想

http://www.yomiuri.co.jp/otona/railw...OYT8T00302.htm

Mayors of eight cities and towns along the JR Aterazawa Line and Yamagata Railway Flower Nagai Line (山形鉄道フラワー長井線) in Yamagata Prefecture have established a working group aimed at introducing Dual-Mode Vehicle (DMV) technology to connect the two rail lines.

The DMVs would run on tires between the Aterazawa Line terminus at Aterazawa (左沢) Station and the Nagai Line terminus at Arato (荒砥) Station. The exact route hasn’t been determined yet, but it expected to follow National Route 287 (国道287号) through Ōe (大江), Asahi (朝日), and Shirataka (白鷹) Towns. In the past, the two terminal stations were connected by privately-operated fixed-route bus service, and there is some potential need for a rail-based service. Both lines also depend heavily on tourist ridership, and it is hoped that an interlined DMV service will help revitalize local economies.

The technology, in development since 2004 by JR Hokkaidō using a modified microbus, is already in test running on the Senmō Line (釧網線) and Sekishō Line (石勝線), and has undergone trials at seven locations across the country, including the Gakunan Railway in Shizuoka Prefecture, the Akechi Railway in Gifu Prefecture, and the Minami-Aso Railway in Kumamoto Prefecture. The system does not require the construction of new trucks, and the vehicle itself only costs about ¥35 million—a bargain compared to railcars, which can cost about ¥1.3 billion each.

As already operating lines, there are some hurdles to implementing the system for the Nagai Line and Aterazawa Line, and the MLIT is currently prioritizing introduction of the technology onto abandoned lines where the tracks can still be used, allowing the DMV to operate on a closed system. According to Asahi Town records, there were original plans approved by the national government in 1927 to construct a Sakō Line (左荒線) connecting Aterazawa and Arato, and surveys and studies had already been conducted. The plans were put on hold, however, after the start of the Sino-Japanese War in 1937.



===

Scenes on the 24.3 km Aterazawa Line, an interesting unelectrified local line serving urban Yamagata:

Rear view from Sagae to Yamagata:



Departing Yamagata Station (2013.04.18):

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Old September 7th, 2013, 02:19 AM   #6033
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JR East to replace six station buildings on Nikkō, Karasuyama Lines
JR日光、烏山線6駅舎建て替えへ 栃木

http://www.shimotsuke.co.jp/news/toc...130906/1343261

On 2013.09.15, JR East’s Ōmiya office announced that it would renovate three stations each on the Nikkō and Karasuyama Lines, replacing all six station buildings by March 2014.

In particular, Tsuruta, Kanuma, and Imaichi Stations on the Nikkō Line will be renovated. Nikkō Line stations have been undergoing station renewal projects over the last few years, with many being rebuilt in “retro” design motifs, but these are the last three stations remaining in the project. Tsuruta (鶴田) will get a “dancing crane” themed design based on its name (“Tsuruta” means “crane field”), while Kanuma will draw design concepts from open-air booths during Kanuma City’s traditional Buttsuke-matsuri (ぶっつけ祭り) festival. Imaichi Station’s new building will be designed to be reminiscent of sunlight filtering down through a grove of Japanese cedar trees.

For the Karasuyama Line, which is celebrating 90 years since its opening, the renewal project will cover Niita, Ōgane, and Karasuyama Stations. In particular, Niita will be redesigned with a simple station building, in light of overcrowding and circulation concerns due to heavy patronage by students. Ōgane will feature a harmonious design with a nearby local shrine, while Karasuyama will feature a motif based on Nasu–Karasuyama City’s traditional Yama-age-matsuri (山あげ祭り). Other stations on the Karasuyama Line without station buildings will also get platform canopies, and the railway will introduce battery-powered trains onto the line in spring 2014.

Karasuyama


Ōgane


Niita


Tsuruta


Kanuma


Imaichi


===

Kiha 40-1000 DMUs on the Karasuyama Line:

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Old September 7th, 2013, 02:20 AM   #6034
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Kitamoto City publishes financial analysis of proposed new station on JR Takasaki Line
北本新駅、総事業費72億円 市の負担金は57億円

http://www.saitama-np.co.jp/news/2013/09/06/04.html

In regards to the proposed new station between Kitamoto and Okegawa on the JR Takasaki Line, on 2013.09.05 Kitamoto City announced that the total cost of the station would be approx. ¥7.2073 billion, with the city shouldering ¥5.7 billion of the costs. The city already announced that it plans to put the project to a referendum vote, submitting a proposal to do so at the September City Council session.

The station could break ground in FY2017 and open in FY2019 at a location near Futatsuya (二ツ家) 1-chōme, with a development area of approx. 9 ha. The station building and other railway infrastructure would cost ¥5.12 billion, with another ¥2.0873 billion for a public passage connecting the east and west station plazas and other facilities. Funding would include ¥1.8 billion diverted from the construction fund for municipal government offices, ¥1.6 billion from an improvements fund for the city’s southern districts, ¥1.6 billion in municipal bonds, and ¥1.5 billion in funding from the national reserves.

The analysis also analyzed the benefits of the new station, including a population increase of 3,200 residents in about five years after opening. Increased tax revenues would exceed the city’s ¥5.7 billion funding share in the 21st year after opening, and the secondary economic benefits to Saitama Prefecture as a whole would be approx. ¥11.3 billion. While payment on municipal debt was about 7.1% of the city’s tax revenues last fiscal year, this would increase with the project, peaking at 12.4% in FY2022.

The motion to put the project to a referendum vote will be decided on 2013.09.20, and if approved, would be implemented on 2013.12.15. If the project receives a majority of the votes, the city will file a formal petition to establish the station with JR East by the end of the fiscal year.

===

Action at the current Kitamoto Station, where a Shōnan–Shinjuku Line special rapid for Odawara passes a Takasaki Line local for Ueno. Kitamoto currently does about 20,000 daily entries, with the adjacent Okegawa at 27,000 daily entries, and there is a fairly large gap between the two, so the station could probably be reasonably successful with some concentrated development surrounding it.

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Old September 7th, 2013, 02:21 AM   #6035
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JR East to renovate Ōmiya Station east-west passage by March 2014
大宮駅東西通路を改装へ JR東、14年3月完成目指す

http://www.saitama-np.co.jp/news/2013/09/06/03.html

JR East’s Ōmiya office announced on 2013.09.05 that it will carry out a major renovation of the east-west connecting passage at Ōmiya Station. The passage debuted in 1982 with the opening of the Tōhoku / Jōetsu Shinkansen, but this is the first large-scale renovation for the facility. Work will begin in mid-September and be completed by March of next year.

Improvements include redesigning the four ticketing halls and directional signage throughout the passage for easy visibility. Public art pieces within the passage will be relocated, strengthening the location’s importance as a place for people to meet up, while the floors will feature marble tiles. Total project cost is approx. ¥550 million.

The changes come as the Hokuriku Shinkansen’s Kanazawa extension is set to open in late FY2014, followed by the Tōhoku Shinkansen extension to Shin-Hakodate in late FY2015.



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The passage in question, on a Saturday after the final train of the evening:

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Old September 7th, 2013, 02:22 AM   #6036
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Ekinaka facilities coming to Shakujii Kōen Station
石神井公園駅に駅ナカ商業施設

http://www.nikkei.com/article/DGXNZO...00C13A9L72000/

Retail facility operator Seibu Properties (HQ: Tokorozawa City, Saitama Prefecture) announced that it would open a new ekinaka station retail facility (Emio Shakujii Kōen エミオ石神井公園) at Shakujii Kōen Station (Nerima Ward, Tōkyō Prefecture) on the Seibu Ikebukuro Line on 2013.10.02. This marks the first phase of the Seibu Railway group’s redevelopment plan for the well-patronized station, and will include an hourly bicycle parking facility. The railway’s hope is that the redevelopment will contribute to the convenience of local residents and railway passengers.

In particular, urban planning efforts in and around the station are focusing on concentrating retail spaces and rental housing on space freed up by the elevation of the railway tracks. The development area, called Eminade Shakujii Kōen (エミナード石神井公園) will celebrate a grand opening in FY2015, but this first phase will open before that, representing an investment of approx. ¥900 million.

The new ekinaka area and bike parking facility will open underneath the newly-elevated Ikebukuro Line viaduct on the west side of the station. Work on the grade-separation began in 2007, with the new elevated station completed in FY2012. Emio Shakujii Kōen will feature a total of 20 stores including food retailers, an Itō Yōkadō (イトーヨーカドー) hypermarket, cafes, general merchandisers, and other tenants. The hourly bike parking facility, the second Seibu Smile Park (西武スマイルパーク) branded location at the station, will have a capacity for 611 bikes, located atop the ekinaka facility. Subsequent phases of the redevelopment will include lifestyle support services, nursery schools, and other neighborhood-oriented uses in Phase 2, opening in the spring and summer of 2014, followed by Phase 3 on the west side of the South Exit station plaza opening in FY2015.

Passenger flow on the Ikebukuro Line has become more active following the start of mutual interlining between Seibu Railway and the Tōkyū Tōyoko Line / Yokohama Rapid Railway Minato Mirai Line in March of this year, and Seibu Group has identified Shakujii Kōen Station as a major redevelopment zone, hoping to increase the station’s attractiveness.

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Render from another article:



Official press release:
http://www.seibu-group.co.jp/railway...kujiikouen.pdf

Based on the plans, they will fit almost 3,000 bike parking spaces entirely underneath the viaduct stretching from other side of the station (compared to only 39 auto parking spaces and 29 motorized bike spaces).

Train action at Shakujii Kōen:

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Old September 7th, 2013, 12:59 PM   #6037
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There really is a lot of talk about abandonment of railway lines. This isn't speeding up is it as a response to the shrinking population?
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Old September 8th, 2013, 08:37 AM   #6038
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Now that Tokyo will host the 2020 Summer Olympics, it'll be interesting to see will we see accelerated deployment of modern passenger EMU's in the Tokyo area (goodbye, 205, 209 and 211 Series EMU's!) and what kind of ground transportation will be upgraded around many of the new Olympic venues--especially increases in the capacity of the Yurikamome automated guideway and upgrades to the Tokyo Waterfront Area Rapid Transit (TWR) Rinkai Line.
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Old September 8th, 2013, 08:41 AM   #6039
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Question: since the E231 and E233 series are so popular, I wonder what would be the next generation commuter train will look like...? I mean, here's my analogy for the Olympics in Tokyo:

In 1964, when Tokyo hosted its first Olympics, the innovation brought up at the time was the Shinkansen bullet train that shortened rail journeys between Tokyo and Osaka from 6 to 4 hours (now at around 3 or 2.5).

In 2020, I wonder what Japan will bring up as its latest innovation... will it again be focusing on transportation, or will it be something else? I hope it will be a new generation train...
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Old September 8th, 2013, 08:53 AM   #6040
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Wasn't the Tokyo monorail part of preparations as well?

6 years isn't a lot of time - it was probably a lot easier to get certain things done in the 60s as compared to now.
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