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Old November 16th, 2013, 04:41 AM   #6341
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Quote:
Originally Posted by quashlo View Post
Construction of the new Hakushima Station on the Astram Line / San'yō Main Line (2013.10.27):

It's nice to see work moving forward on this station - 20 years late if you ask me... there should have been a connection with the Sanyo Main Line way back in 1994 when the Astram first opened. The main benefit for Astram will be the transfer with JR since there are already two other stations quite close by, but that will be a pretty big benefit. Astram has often been criticized for running in the red on some years, had this station been there from the beginning it may have never been such a problem (and the extensions may have gotten off the ground more quickly.)

I wonder if the fancy space-age design for the Astram Line staition got VE'd away. Hopefully not.

The JR station itself will probably pick up quite a bit of ridership just by being in the middle of a densely populated inner city neighborhood where there isn't already a JR station within easy walking distance. I have to imagine there will be some redevelopment as some smaller buildings are torn down and replaced with taller blocks of flats. On the downside this will take some ridership off the Kabe line. The transfer at Omachi is actually pretty popular even though it isn't super convenient. I can remember plenty of times getting off the Astram and sitting there late at night for 15 minutes or more for a JR train to come.
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Last edited by orulz; November 16th, 2013 at 04:53 AM.
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Old November 16th, 2013, 06:44 PM   #6342
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News report about a railfan who has been photographing Toyama’s trams for 50 years, with a lot of historic photos. Toyama was the first city on the Sea of Japan coast to operate trams, and the system is celebrating its 100th anniversary this year.

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Old November 17th, 2013, 07:17 AM   #6343
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Hankyū 1000 series testing (2013.11.13):

At Jūsō:



At Nishinomiya Kitaguchi:

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Old November 17th, 2013, 07:18 AM   #6344
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Some grade crossing action:

Odakyū Odawara Line, Shinjuku No. 1 crossing. This is the first crossing leaving Shinjuku terminal.



Near Keikyū Namamugi Station, trains from Keikyū, JR East, and JR Freight:



Prefectural Route 56 crossing Near Kami-Fukuoka Station on the Tōbu Tōjō Line, quad gates plus sidewalk arms:

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Old November 17th, 2013, 07:19 AM   #6345
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Messy five-road intersection crossing near Seibu Higashi-Murayama Station:



Bus and train traffic at the Seibu Ikebukuro Line’s Koganei Kaidō crossing, near Kiyose Station. This is a fairly busy crossing, and there is a traffic control officer stationed to direct traffic.



Wakabayashi crossing on the Tōkyū Setagaya Line, a tram line. A slightly different kind of crossing, controlled by traffic signals, but the train does not have priority. The cross-street is Kan-nana (Loop Road No. 7), so lots of traffic.

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Old November 18th, 2013, 07:58 PM   #6346
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Railways, buses in battle for KIX passengers
関空利用客増、鉄道・バスが争奪戦

http://osaka.yomiuri.co.jp/e-news/20...OYO1T00893.htm

The launch of low-cost carriers and the depreciation of the yen have increased passengers at Kansai International Airport (KIX), and ridership on railways and buses serving the airport last fiscal year posted a year-on-year growth of 15%, reaching 19.35 million, the highest in 10 years. Railway and bus operators are implementing a variety of new strategies, including deploying multi-lingual staff, offering discounted tickets, and establishing new routes.

According to the company operating KIX (新関西国際空港会社), passenger numbers on international and domestic flights at the airport reached about 16.80 million for FY2012, a 2.90 million increase over the previous year. According to data compiled by the Kinki Transport Bureau (近畿運輸局), JR West was the preferred ground transport option, carrying 7.60 million passengers, followed by Nankai Electric Railway with 6.21 million and airport express coaches with 5.16 million. Each of the three recorded year-over-year growth of 13% to 20% and the highest ridership since FY2003. Passenger totals in FY2012 were 2.60 million (15%) higher than in FY2003, when the SARS outbreak deflated ridership.

In particular, JR West is strengthening its services for foreign tourists, given the competition on the San’yō–Kyūshū Shinkansen with LCCs serving Fukuoka, Kagoshima, and other points in Kyūshū. On 2013.11.15, the railway stationed a young Chinese college student studying abroad in Japan at the information kiosk at JR Kansai Airport Station, a welcome hand for a Taiwanese visitor who said she was heading for sightseeing in Kyōto. JR West began deploying the multi-lingual staff in September, and has also begun offering discounted all-you-can-ride tickets for tourists in the Kansai, Chūgoku, and Shikoku regions of Japan. The railway also launched Wi-Fi service at its main stations.

Meanwhile, Nankai is strengthening its ties with LCCs, an effort to work against a common competitor in JR West. Nankai began offering discounted fares on its Rapi:t limited express linking KIX and Namba for Peach Aviation users. Normally ¥1,390 one-way, the railway slashed prices to ¥1,000 for Peach flyers. While the program was initially scheduled to end in March of this year, the program’s popularity convinced the railway to continue the service and add Jetstar Group flyers to the program.

Meanwhile, FY2012 ridership on the 30 or so airport express coach routes, operated by Kintetsu Bus (近鉄バス), Kansai Airport Transport (関西空港交通), and other companies, reached the highest numbers since the airport opened in FY1994. Service improvements have included an additional 3 roundtrips starting in October on the Keihanna Gakuen Toshi (けいはんな学研都市) route, as well as another 13 roundtrips on new routes serving Higashi-Ōsaka.

One of JR West’s multi-lingual staff at JR Kansai Airport Station (right) explains ticketing schemes to foreign tourists.



Ridership trends on connecting ground transport at KIX



===

Window view on Rapi:t β 42, Kansai Airport to Namba:

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Old November 18th, 2013, 07:59 PM   #6347
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Tōkyō Metro awards contract for Kiba Station works
鹿島・鉄建・錢高JVに/シールド駅を初の開削改良/東京地下鉄東西線木場駅改良土木

http://www.kensetsunews.com/?p=22466

On 2013.11.15, Tōkyō Metro selected a bid from a JV of Kashima (鹿島), Tekken Corporation (鉄建建設), and Zenitaka Corporation (錢高組) for the construction of upgrades to Kiba Station on the Tōzai Line. The contract price is ¥4.772 billion. The project involves excavation above an existing bored station to construct new underground space including a ticketing hall, all while maintaining train service. The project is a world’s first, and has never been done before. Other bids came in from Kumagai-gumi (熊谷組) and Seibu Construction (西武建設); Taisei Corporation (大成建設); Satō Kōgyō (佐藤工業), Tōa Construction Corporation (東亜建設工業), and Daihō Construction (大豊建設); and Shimizu Corporation (清水建設), Tōkyū Construction (東急建設), and Kōnoike Construction (鴻池組).

Kiba Station opened in September 1967 with the Ōtemachi – Tōyōchō extension of the Tōzai Line. Located at sea level, the station was Japan’s first bored station, sited in a 30 m to 40 m thick layer of weak alluvial silts and in close proximity to several canals. With ongoing redevelopment in the surrounding area, daily ridership at the station has grown to 74,000 passengers.

The upgrades will involve widening the especially congested platforms and concourse area near the West Exit of the station and installation of new elevators and escalators to segregate passenger flows and reduce crowding o nthe platform and ticketing levels. Platform width will increase from 6 m to 12 m, and transit time from the platforms to the station exits will decrease by about 2 minutes (44%).

The work will first involve securing the station interior (構内防護), construction of retaining walls (土留工) and temporary structures to support road traffic (路面覆工), and ground improvement (地盤改良), followed by excavation down from ground level and construction of upper, middle, and lower floor plates using the inverted lining method (逆巻工法). Existing segments of the bored tunnel wall will then be removed and the interior area and columns built out. The hole will then be re-filled. According to Tōkyō Metro, this is the first time that an existing bored tunnel will be disassembled to create new underground space for a station, all while maintaining regular train service.



===

Action at Kiba Station, clearly showing the bored tunnel:

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Old November 20th, 2013, 01:17 AM   #6348
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Cash users to take brunt of fare hikes
http://www.japantimes.co.jp/news/201.../#.UouwPSfTHTo

Quote:
Rail and bus operators will raise fares for cash and smart-card users to reflect the 3-point consumption tax hike set for April 1, but they are split over how much to raise the fares.

The government will allow the operators to raise fares in increments of ¥1 for users of smart cards, but this is not feasible for cash charges. For those who pay in cash, fares will be raised in ¥10 increments. Land, Infrastructure, Transport and Tourism Minister Akihiro Ota said Tuesday that a “double fare” structure should be approved to correctly reflect the tax hike.

The decision means that after the sales tax is raised to 8 percent from the current 5 percent, smart-card users may be charged ¥154 for fares currently set at ¥150, while passengers paying in cash may be charged ¥160.

While railways in the Tokyo area, including East Japan Railway Co., will introduce the new fare structure, their counterparts in the Kinki region around Osaka have shown no interest.

JR East will also consider introducing it in areas surrounding Sendai and Niigata.

In past tax hikes, fares rose by ¥10 increments. The introduction of integrated circuit cards, or smart cards, that can store data has enabled firms to pass on the tax hike more accurately.

“We intend to increase the fare in ¥1 increments, in accordance with the transport ministry’s policy,” the managing director of JR East, Toshiro Ichinose, said Tuesday.

With the utilization rate of smart cards at around 80 percent in the Tokyo area, according to the transport ministry, railways in the Kanto region say they are ready to adopt a fare structure with ¥1 increments. By the end of September, JR East had issued 44.42 million Suica cards, with 23.64 million Pasmo cards issued mainly for use on non-JR railway lines and bus routes in Tokyo and surrounding areas.

“Raising fares in increments of ¥1 is a reasonable way to cover the amount increased along with the sales tax,” said Tokyu Corp., which accepts Pasmo cards.

However, the Tokyo Metropolitan Government’s bureau of transportation said the fares set at ticket machines should remain unchanged.

“Considering the expenses we will need to incur to modify ticket machines to use ¥1 coins, this idea is unrealistic,” the transportation bureau said.

Meanwhile, railways in the Kinki region, where smart card use is less than 40 percent, are more reluctant to change fares. The number of issued smart cards, such as the ICOCA card, used for railway services run by West Japan Railway Co., and the PiTaPa card, used on train systems run by private companies, totals 10.98 million.

Keihan Electric Railway Co., an operator in Osaka, Kyoto and Shiga prefectures, said: “the company won’t be able to introduce the new fares at ¥1 increments with a low smart card utilization rate.”
English language news on the new ¥1 increment fare structures to take effect next year. Didn’t know that JR East was planning on introducing it in Sendai and Niigata. Right now, it appears to be primarily JR East, Tōkyō Metro, and the Toei Subway.
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Old November 20th, 2013, 01:19 AM   #6349
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Elevation of Meitetsu Aoyama Station complete
下り線も高架化完了 半田の名鉄青山駅

http://www.chunichi.co.jp/article/ai...702000040.html

The grade-separation of the Meitetsu Kōwa Line near Aoyama Station in Handa (半田) City, Aichi Prefecture was completed with the switchout of the outbound track from the temporary shoo-fly to the permanent elevated track.

The work involved elevating about 1.3 km of the line stretching north and south of the station, eliminating six grade crossings. Aichi Prefecture and Nagoya Railway (Meitetsu) have invested ¥12.6 billion in the project since 2008. The inbound track was elevated in May 2012, together with the temporary opening of the new station building. The rest of the works have since been completed, including finishing the outbound platform, installing fully-accessible restrooms, and consolidating the inbound and outbound ticketing halls into a single location. The new platforms also feature waiting rooms.

The stained glass artwork from the original station building, installed when the station opened as “Minami-Narawa Station” (南成岩駅), were relocated to the new waiting rooms.





===

Cab view:



View from the platforms:

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Old November 20th, 2013, 01:20 AM   #6350
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Grade-separation of Tagajō Station complete
JR東仙石線:多賀城駅周辺、立体交差事業が完成 新駅舎も開業、式典 南北市街地一体化

http://mainichi.jp/area/miyagi/news/...40043000c.html

The continuous grade-separation of the JR Senseki Line in Tagajō (多賀城) City has been completed, and the new barrier-free station building, located just west of the former building, opened to the public on 2013.11.17.

First envisioned 38 years ago, the project took 7 and a half years to complete, and involved elevation of about 1.8 km of the line between Higashi-Tanaka (東田中) 2-chōme and Denjōyama (伝上山) 3-chōme, eliminating four grade crossings to reunite divided neighborhoods and alleviate traffic congestion. The ¥12.8 billion project was led by Miyagi Prefecture and JR East, and while the 2011 earthquake and tsunami resulted in minor delays to the construction schedule, the work was finally completed recently with the opening of the new outbound platform and station concourse. The inbound track was completed in November 2009 and the outbound track completed in April 2012. Demolition of the former headhouse and construction of a frontage road will be completed in FY2014.

The new north-south connecting passage will be open to the public during train service hours, improving convenience for residents and visitors trying to get between the two sides of the station. The project also includes a food mall, a city tourist information center, and an 895-space bike parking facility. Work is also proceeding at both station exits on land readjustment projects and redevelopment projects, including the relocation of a public library and health care facility.



===

Local FNN video report in Miyagi (2013.11.17):

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Old November 22nd, 2013, 07:42 AM   #6351
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Satō Kōgyō wins ¥30 billion contract for Singapore MRT Thomson Line
シンガポール地下鉄新路線/佐藤工業、300億で単独受注

http://www.kensetsunews.com/?p=22589

Singapore’s Land Transport Authority (LTA) has awarded Satō Kōgyō a contract worth approx. ¥30 billion for the new MRT Thomson Line under construction in Singapore.

The award is for Contract T212 (Construction Of Upper Thomson Station and Tunnels For Thomson Line), involving construction of the 228 m long Upper Thomson Station—located roughly in the middle of the Thomson Line—and four tunnels (6.6 m outer diam) stretching approx. 3.9 km in total, using 3 slurry shield machines (泥水式シールド機) and launch pits located in the 2 km between the station and the adjacent Caldecott Station. Construction will take place over 79 months, lasting until May 2020. The tunnels are scheduled for completion in February 2018, followed by the station structures in April 2018. The work involves six consecutive detours of Upper Thomson Road, a major arterial, as well as utilities (sewer, high-voltage power lines, and gas) relocation.

The Thomson Line is a new 30 km line linking the Marina South district in southern Singapore with the Woodlands in northern Singapore. All 22 stations on the line will be underground. Since establishing a local office in 1971, Satō Kōgyō has held a strong presence in Singapore’s infrastructure projects, as well as major civil and construction works. Among the four lines of the MRT, the company has completed Contracts C306, C1280, and C1590 for the East-West Line, Contracts C702 and C712 for the North East Line, and Contract C852A for the Circle Line. The company is also working on three contracts (C928, C932, and C936) worth a total of ¥45 billion for Phase 3 of the Downtown Line, scheduled for completion in 2016.
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Old November 22nd, 2013, 07:43 AM   #6352
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On 2013.11.21, Hankyū Corporation invited visitors on a press tour and test ride of the new Hankyū 1000 series at Hankyū Umeda Station in Kita Ward, Ōsaka City. This is the company’s first new series in 7 years, and features reduced noise and improved energy performance through use of more efficient motors and braking systems, as well as LED lighting. The new series reduces noise by 40% and consumes 20% less energy than the current most modern trains in Hankyū’s fleet, the 9000 series. The new series will make its official revenue-service debut on 2013.11.28 on the Kōbe Line, followed by the Takarazuka Line in late December. The new sister 1300 series for the Kyōto Line will debut next spring. A total of four trains in the 1000 / 1300 series will be produced to replace aging trainsets.

Sankei video report:



Of some interest is the unusual design of the LCD passenger information screens in the lintels above the doors… It’s a super-wide, super-narrow design that is likely a first in Japanese rolling stock. Sort of reminds me of the unusual “TV-style” double-LCD units on the JR West transverse-seating Urban Network stock. The Kansai area has tended to lag a bit compared to the Tōkyō area in uptake of LCDs for passenger information, often cheaping out by only outfitting half of the doors with screens.
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Old November 22nd, 2013, 07:45 AM   #6353
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Ridership projections for Utsunomiya LRT extension to Haga
通勤通学、毎朝3800人利用 LRTのJR宇都宮駅東部で試算

http://www.shimotsuke.co.jp/news/toc...131120/1419003

On 2013.11.19, Utsunomiya City reported to the City Council the results of its ridership analysis for the first phase of the city’s proposed LRT line, comprising the 15 km segment from the East Exit of JR Utsunomiya Station to the Haga Industrial Zone (芳賀工業団地). The analysis estimated that approx. 3,800 commuters would use the trams every morning. When combined with ridership demand from shoppers at large shopping centers along the alignment, as well as gameday spectators from Tochigi Prefecture’s Green Stadium (グリーンスタジアム), the system would accumulate annual revenues of ¥740 million. The city will hold a joint committee session with Haga Town on 2013.11.21 to discuss the next steps in the LRT project.

Since August, Utsunomiya City has been conducting hearings with 11 companies in the Kiyohara Industrial Zone (清原工業団地) with more than 250 employees, as well as students from three major schools in the area (one university, one community college, and one prefectural high school) to determine where employees currently work, how employees and students get to work, and how likely they are to use the LRT line.

According to the surveys, ridership on shuttle buses provided by three of the companies was 1,934 passengers daily. Another 500 respondents used buses to get to school. Visitors to 10 of the surveyed firms totaled 549 people.

Based on these results, the city estimated that all commuters and half of the office visitors would use the LRT. The city also forecasted that 3.6% of employees (3,855) working in the Kiyohara and Haga Industrial Zones who currently commute by car would switch to the LRT, or about 7,710 passengers daily. Outside of commute demand, the city also estimated that about 500,000 one-way trips would be generated annually (1,379 passengers daily) by visitors to Tochigi Prefecture’s Green Stadium and shopping centers along the line. Based on a one-way fare structure ranging from ¥100 to ¥400 based on distance, the system would generate a total of ¥740 million in annual revenues.

A 2001 study on the LRT project estimated that daily ridership for the 12 km segment between the East Exit of JR Utsunomiya Station and Utsunomiya Technopolis Center (宇都宮テクノポリスセンター) would be about 13,740. The latest study revised those numbers down to 9,000.

===

East Exit of JR Utsunomiya Station (2013.08.16):



According to another article from a local paper, the city is considering three options for crossing JR Utsunomiya Station, which is perhaps one of the bigger obstacles for the project given that the tram must weave between the elevated Shinkansen tracks and ground-level zairaisen tracks. They are looking at three alignment options (north, center, and south).
http://www.shimotsuke.co.jp/news/toc...131122/1420136

Starting from the West Exit of the JR station, the north alignment would take the trams north through the West Exit station plaza and turn right near the municipal parking garage (市営駅西中央駐車場). The central alignment would be similar, but cross the station further south, near the taxi pool at the West Exit. The south alignment would head south from West Exit station plaza and cross the station near the Kantō Bus depot (関東バス車庫). All alignment would cross the station at 2F, underneath the Shinkansen and above the zairaisen, and the city will be working with JR East to optimize the design for transfers and determine any impacts to the current station facilities.
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Old November 22nd, 2013, 07:46 AM   #6354
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There was an interesting article here about a proposed undergrounding of the JR Yokosuka Line, a project that I had never heard of before. The article is behind a paywall, but it appears to refer to this project:
http://toki.2ch.net/test/read.cgi/bizplus/1283049943/

Basically, it’s a proposal by Kamakura City included as a “potential” improvement back in the city’s 1998 Urban Master Plan, and involves undergrounding about 1.3 km of the line from the Kobukuroya (小袋谷) crossing to the Meigetsu-in (明月院) crossing as part of improving the aesthetics of this part of one of Japan’s ancient capitals.

Virtually all of the areas along the Yokosuka Line in this part of Kamakura are in “scenic zones” (景観地区) and historic preservation districts. With all the grade crossings, the Yokosuka Line also causes a lot of delays to cross-street traffic (vehicular and foot traffic) in this area. The original proposal from 1998 lay dormant for some time, but was resurrected in March 2010 when Kamakura City drafted a preservation and management plan for the nearby Engaku-ji temple (円覚寺, an Important Cultural Property and World Heritage Site. The Yokosuka Line was originally built in 1889 to carry personnel and goods to the military port at Yokosuka, and actually cuts through the temple grounds, splitting the site in two for about 80 m along the tracks.

===

I visited Engaku-ji several years ago, and the grade crossings immediately caught my attention (mostly because they were a great spot to get close to the trains). I believe they are currently working on canopy extensions at Kita-Kamakura Station (one of the biggest concerns there was impacts to the area’s aesthetics), although they may have already finished that.

Yokosuka Line E217 and Shōnan–Shinjuku Line E231 series passing the main crossing at Kita-Kamakura Station. This crossing is basically the entrance to Engaku-ji temple, and can get especially busy on the weekends when everyone is visiting Kamakura.

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Old November 23rd, 2013, 04:57 AM   #6355
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Odakyū, Setagaya Ward release outline of Odakyū redevelopment
下北沢駅周辺、商業・住宅・文化区域に 小田急と世田谷区

http://www.nikkei.com/article/DGXNZO...21C13A1L71000/

On 2013.11.21, Odakyū Electric Railway and Tōkyō Prefecture’s Setagaya Ward released an outline of the planned redevelopment for the area surrounding Shimo-Kitazawa Station on the Odakyū Odawara Line. The land in questions was freed up when the rail line and three stations (Higashi-Kitazawa, Shimo-Kitazawa, and Setagaya Daita) were undergrounded in the spring of this year. According to the plans, the land will be divided into the three zones and will house retail facilities, rental units, and other uses. After the ward requested park space in light of the Great East Japan Earthquake, the plan will incorporate open space and greening with disaster response functions.

The area in question covers about 2 km along the former ground-level tracks and encompasses approx. 27,500 sq m. Groundbreaking for the project is expected to take place in FY2018 or later, after the ongoing grade-separation and quadruple-tracking projects in the area are completed.

A “Shimo-Kita shopping zone” would be built in the immediate vicinity of Shimo-Kitazawa Station, featuring 2- to 3-story retail facilities designed to strike a balance with the adjacent established retail streets. A “cultural zone” at Higashi-Kitazawa Station would house small retailers, cafes, and a cultural-related facility. The “Setagaya Life Zone” at Setagaya Daita Station would feature new rental housing.

Parkland and open space would cover approx. 10,000 sq m. Setagaya Ward would lease space in the area to provide an emergency warehouse to store goods for stranded commuters in the event of a major disaster, while benches in the area would feature compartments housing fire extinguishing equipment.

===

This was one of the more heated elements of the grade-separation / undergrounding project, as a lot of citizens are concerned that the redevelopment is the first step in the gentrification of Shimo-Kitazawa.

NHK has a video here:
http://www3.nhk.or.jp/news/html/2013...245661000.html

Uncut Friday morning two-hour peak period (0700-0900) on the Odakyū Odawara Line at Shimo-Kitazawa Station (2013.10.04):

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Old November 23rd, 2013, 06:57 AM   #6356
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A comparison of Hitachi VVVF inverters with MT75 motors on JR East rolling stock:

E259 Narita Express
E657 Jōban Line Fresh Hitachi
E233 Tōkaidō Line
E531 Jōban Rapid Line (outer suburban)

The E233 part starting @ 3:50 is pretty sweet.

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Old November 23rd, 2013, 06:59 AM   #6357
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Open house at Shinrin Kōen Division on the Tōbu Tōjō Line (2013.11.17):



Inbound trains at Shin-gashi Station on the Tōbu Tōjō Line on a Sunday evening (2013.11.17).
Sounds like the Tōkyō Metro 10000 series in this one has a wheel flat.



Ex-Keihan 3000 series double-decker on the Toyama Chihō Railroad (2013.11.03 – 2013.11.04):

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Old November 23rd, 2013, 02:36 PM   #6358
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quashlo,

If I remember correctly, the original plan for the redevelopment of land above the Odakyū Odawara Line west of Shinjuku once it was placed underground was a very wide street with a lot of "sterile" looking buildings. Good thing that never came to pass, because it would have effectively destroyed the entire Shimo-Kitazawa neighborhood, one of the more interesting areas of Tokyo. The current redevelopment plan preserves the distinct character of Shimo-Kitazawa, but does it with far more modern structures.
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Old November 23rd, 2013, 07:17 PM   #6359
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Well, I only remember the renders they released in 2010, which I thought were fantastic:
http://www.skyscrapercity.com/showpo...postcount=2522

I find the latest artist conceptions from the press release a few days ago to be mundane and generic:
http://www.odakyu.jp/program/info/da...7_8311133_.pdf

I would hope that they end up looking more like the former and less like the latter. I find the gentrification argument silly, really... Neighborhoods always change over time—it's a natural process, but many people only become aware of it when it affects them personally. In some cases, it may make sense to intervene and arrest these changes, such as if there is some especially unique architectural or historical value that may be lost, but I'm not convinced that Shimo-Kita necessarily qualifies. I'm also not convinced of the relationship between the station redevelopment and any potential gentrification. We're not talking about a giant "mansion" or apartment tower going up, but a modest 3-story retail space.

For sure, Shimo-Kita is a stimulating neighborhood, though:



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Old November 24th, 2013, 08:33 AM   #6360
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Some Keikyū videos... This is probably the single most popular railway in Tōkyō among railfans, as they have some unique operations that really set them apart from their counterparts.

Morning rush hour (0800 hour) at Keikyū Yokohama Station. Unlike the other major private railways in Tōkyō, Keikyū’s busiest station isn’t the Tōkyō terminal at Shinagawa but actually an intermediate station, Yokohama. Daily boardings and alightings are about 254,000 at Keikyū Shinagawa, but about 306,000 at Keikyū Yokohama. In addition to heavy commuter demand to central Yokohama from residents in southern Yokohama, Yokosuka, and the Miura Peninsula, Keikyū’s passenger flows are more weighted towards offs at Shinagawa, while Yokohama is a better mix, with high numbers of both ons and offs. Thankfully, they built an additional platform and segregated the inbound and outbound tracks some time ago, so the platform is a little less congested now.



Keikyū couples and decouples trainsets regularly to increase capacity (through-services to and from the Asakusa Line are only limited to 8-car formations, while Keikyū frequently uses 12-car formations on its fastest services). Trainsets come in fixed formations of 4, 6, or 8 cars, with the most common couplings being 8+4 or 4+4. While there are other major private railways that couple and decouple sets, Keikyū has pretty much perfected it to an art, and there is very little time wasted.

Outbound trains coupling at Shinagawa during the morning rush hour:



Decoupling at Kanagawa Shinmachi. The platforms are only eight cars long, so the decoupled 4-car set in the rear must pull up after the 8-car set has left. The decoupled set either deadheads to the yard near the station, or becomes a four-car local for Uraga. In this case, it’s the latter. The other major station where coupling and decoupling is performed is Kanazawa Bunko, site of another Keikyū yard.

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