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Old February 6th, 2014, 05:27 PM   #6661
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I acknowledge that things in the US don't make sense either, but comparing to the US doesn't necessarily mean that it makes sense to do it that way. It's well known that the way we plan and execute transit projects here in the US is absolutely insane, in contrast to Japan where most of the investments seem well thought out and based on actual need and decent cost-benefit analysis.\

But what you say about political issues relating to wards as well as a "bang for the buck" makes good sense.

So one last question - I mentioned the possibility of a connection between the Seibu Shinjuku line and the Tokyo Metro Tozai line. Is there a chance that this might be included in the eventual grade-separation of the Seibu Shinjuku line inbound from Araiyakushimae?
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Old February 6th, 2014, 08:34 PM   #6662
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Yes, there were plans to interline the Tōzai Line and Seibu Shinjuku Line many decades ago, and this connection was under study even before they began constructing the Tōzai Line in the early 1960s... So I think it's safe to say that progress on grade-separating that section of the Seibu Shinjuku Line has suffered partially as a result, since nothing has really come of those plans, although it tends to pop up in rumors every now and then.
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Old February 6th, 2014, 08:38 PM   #6663
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Nishi-Hiroshima route selected as preferred alternative for Astram Line extension
アストラムライン:延伸、西広島ルート「最適」−−広島市

http://mainichi.jp/area/hiroshima/ne...10500000c.html

On 2014.01.30, Hiroshima City selected the Nishi-Hiroshima (西広島) route connecting to JR Nishi-Hiroshima Station as the preferred option among 3 route alternatives for a proposed extension of the Astram Line from its current terminus at Kōiki Kōen-mae Station (広域公園前駅). The choice was made based on profitability and revitalization of the Seifū Shinto (西風新都) new town area of the city.

The other two routes included a 9-10 km Shin-Inokuchi route connecting to JR Shin-Inokuchi Station (新井口駅) and a 10-11 km Itsukaichi route connecting to JR Itsukaichi Station (五日市駅). The Nishi-Hiroshima route would connect Seifū Shinto and Hiroshima Station in the shortest time, and was the only financially feasible alternative among the three options.

This fiscal year, the city will examine two specific alignments: a 7.1 km alignment via the Satsukigaoka estates (五月ケ丘団地), the Ishiuchi East development zone (石内東開発地), and the planned Koi Chūō road (己斐中央線), and a 7 km alignment via the Satsukigaoka estates, the Ishiuchi East development zone, the Momijigaoka estates (もみじケ丘団地), and the Takasudai estates (高須台団地). Both alignments would involve construction of 6 new stations on the extension, generating an estimated daily ridership of about 15,000 passengers.
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Old February 6th, 2014, 08:39 PM   #6664
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A little late on this since there wasn’t much info available, but the new Shin-Ainoki (新相ノ木) Station on the Toyama Chihō Railroad (富山地方鉄道) opened on 2013.12.26. The station is located 0.8 km east of the existing Ainoki (相ノ木) Station and and 1.2 km west of the existing Kamiichi (上市) Station. This is the second new station on the Toyama Chitetsu in two years following the opening of Shinjō Tanaka (新庄田中) Station, and was built at the request of local residents.

The station is unstaffed and consists of a single 65 m long, 2m wide platform, located next to homes and retail facilities. Construction began in October 2013, and the station includes a small waiting room, a bus stop for local community buses, and a 70-space bike parking facility. Forecasted daily ridership is 200 passengers.

Late night pre-opening testing (2013.12.19):



Some pictures of the opening:
http://pronarikawa.blog.fc2.com/blog-entry-927.html







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Old February 6th, 2014, 08:41 PM   #6665
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New East Exit opens at Unga Station
運河駅 東口「運河駅」新たに東口も 一連の改良工事完了 流山市と東武鉄道

http://www.chibanippo.co.jp/news/local/172583

The new East Exit at Unga Station (運河駅) on the Tōbu Noda Line in Higashi-Fukui, Nagareyama City (流山市東深井) in Chiba Prefecture opened to the public on 2013.12.27. The city had been working with Tōbu Railway on a two-year program of barrier-free improvements to the station, which included construction of the new East Exit. Previously, the station had only one headhouse at the west side, but a new elevated concourse and platform bridge have been constructed, increasing convenience for passengers heading to and from the east side of the station. A new elevated east-west public passage also connects both sides of the station, making it easier to get across the tracks.

The elevated concourse, platform bridge, and portions of the public passage at the West Exit were completed in July 2013. The only remaining work left on the project involves station plaza improvements at the East Exit.

===

Renders:
http://www.city.nagareyama.chiba.jp/...02/010730.html





Pictures:
http://blogs.yahoo.co.jp/uno_chan1576/63807521.html

New access road to the East Exit



East Exit rotary



Entrance



Pedestrian path to the local canal (運河), which gaves its name to the station.





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Old February 6th, 2014, 08:42 PM   #6666
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Odakyū has begun implementing station numbering on its existing signage installations… Overall, a clean, simple style that matches the norm nowadays for Tōkyō.
http://blogs.yahoo.co.jp/shuntateno01/32862794.html



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Old February 6th, 2014, 08:43 PM   #6667
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Rail still holds 66% share of market at Narita Airport as passengers remain unaware of low-cost buses
成田空港へのアクセス、鉄道が66% 格安バスは6%止まり

http://www.nikkei.com/article/DGXNZO...00C14A2L71000/

A public–private committee tasked with revitalizing Narita Airport published the results of a study looking at landside access to the airport on 2014.01.03. The study revealed that 66% of passengers at the airport traveled to and from the airport by train, including both JR and Keisei Electric Railway services. Meanwhile, low-fare buses (格安バス), which have aggressively expanded their service in coordination with the growing number of low-cost carrier (LCC) flights serving Narita, only managed to grab 6% of the total share.

The study was contracted out to the Chiba Bank Research Institute (ちばぎん総合研究所) and was commissioned in October 2013. The online survey looked at access mode among 4,000 users of domestic flights at Narita Airport from both within and outside Chiba Prefecture. The majority of respondents used JR (35%), Keisei (31%), or airport express coaches (リムジンバス) (21%) when traveling to and from the airport. Airport express coaches running direct service between the airport and major rail stations in the metropolis charge about ¥3,000 one way, while low-fare buses operated by Keisei and Be-Transse Holdings (ビィー・トランセホールディングス) charge ¥900 to ¥1,000 each way.

The 6% share of the market highlights the need for enhanced marketing of low-fare buses—among those who had not used the buses, only 30% were actually aware of the services, and 80% said they would consider using them in the future.
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Old February 6th, 2014, 08:44 PM   #6668
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Minato Mirai Line continues ridership growth trend
MM線開業10年 12年度、年間6391万人利用 都心や埼玉へ利便性向上

http://mainichi.jp/area/kanagawa/new...20298000c.html

Yokohama’s Minato Mirai Line (みなとみらい線) celebrated its 10th anniversary on 2014.02.01. The line’s operator, Yokohama Rapid Railway (横浜高速鉄道), was established in 1989 with funding from Yokohama City, Kanagawa Prefecture, Tōkyū Corporation (東急電鉄), and other parties.

The Minato Mirai Line opened in 2004, operating bilateral through-services with the Tōkyū Tōyoko Line from the very beginning. Daily ridership in FY2004 was about 121,000 passengers, but has since increased, reaching 175,000 passengers in FY2012. Annual ridership has likewise increased from about 44.26 million to 63.91 million.

The line’s continued upward trend of ridership growth has been bolstered by ongoing redevelopment in Yokohama’s Minato Mirai waterfront redevelopment zone, including the opening of Nissan’s global headquarters, the completion of tourist landmarks such as the Elephant Trunk Park (象の鼻パーク), and the debut of Nisshin’s Cup Noodle Miuseum (カップヌードルミュージアム) and the Mark Is (マークイズ) mall.

Bilateral through-service with the Tōkyō Metro Fukutoshin Line began last year on 2013.03.16, creating a single route with the Seibu Ikebukuro Line, Seibu Yūrakuchō Line, and Tōbu Tōjō Line and making it easier to travel to Tōkyō’s Shinjuku and Ikebukuro districts and Saitama Prefecture. Since the launch of through-services with the Fukutoshin Line, ridership on the Minato Mirai Line has been recording continued year-over-year growth of around 10%.

According to the president of Yokohama Rapid Railway, about 30% of the Minato Mirai area remains to be redeveloped, and ridership is expected to increase as already-finalized plans for the remaining parcels are finally completed.

===

Cab view on a through-servicing Tōkyō Metro 10000 series from Motomachi–Chūkagai to Shibuya, operating as a limited express bound for Kawagoe (Tōbu Tōjō Line):

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Old February 6th, 2014, 08:45 PM   #6669
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Tōshiba to field-test quick-charge equipment for EV buses in Tōkyō
東芝、電気バス向け急速充電器を開発-都内で実証運行

http://www.nikkan.co.jp/news/nkx0520140205agan.html

Tōshiba has developed high-speed recharging equipment (急速充電器) for use by electric buses and has begun field-testing the technology on existing bus routes in Tōkyō’s Minato Ward. Branded CHAdeMO, the fast EV recharging technology reduces recharge times to a mere third of current technologies, making it possible for EV buses to operate on similar schedules as existing diesel buses. This is Tōshiba’s first project to develop high-speed recharging equipment.

Tōshiba introduced the equipment for field-test use on existing EV buses operated on the Chii Bus (ちぃばす), a community bus (コミュニティーバス) service operating in Minato Ward. The trial will be conducted as a trial and research project (実証・研究事業) under a contract with the Ministry of the Environment (環境省), covering 6 roundtrips between Tamachi and Shinbashi Stations (amounting to over 100 km a day). The trial will last until March 14.

The recharging equipment uses Tōshiba’s SCiB lithium ion backup batteries (リチウムイオン二次電池). The EV buses also come equipped with the SCiB batteries, which can recharge and release power much quicker than existing technologies. An EV bus can be recharged with the necessary power supply in five minutes.

The field trial will allow Tōshiba to analyze the rate of battery degradation from repeated recharge and depletion activity, as well as improve the accuracy of predictions of battery life cycles.

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Old February 6th, 2014, 08:46 PM   #6670
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Chūō Ward to study new subway line for Tōkyō’s waterfront zone
東京都中央区、地下鉄の新路線誘致を検討 五輪で人口増にらむ

http://www.nikkei.com/article/DGXNZO...4A200C1L83000/

At a press conference on 2014.02.06, the mayor of Tōkyō’s Chūō Ward revealed a vision plan to construct a new subway line serving the Tsukiji (築地), Kachidoki (勝どき), Harumi (晴海), Toyosu (豊洲), and Ariake (有明) areas of the Tōkyō Bay waterfront. The line would take advantage of expected population growth as a result of new facilities construction and redevelopment related to the Olympics. Chūō Ward will commission studies related to route alignment, ridership forecasts, and other aspects in FY2014, and plans to lobby railway operators, the national government, and local jurisdictions to support the project.

According to the mayor, the Olympic Village planned for the Harumi district will be converted to housing after the Olympics, with population increasing by about 12,000. The ward has earmarked ¥10 million in funding for studies related to the line, subcontracting the work out to a consulting firm that will analyze potential route options, develop conceptual cost estimates, and prepare a cost–benefit analysis for the project.

Residential tower construction and other redevelopment along the Tōkyō Bay waterfront are accelerating after Tōkyō was selected as the host city for the 2020 Summer Olympics. There are also plans to expand Tōkyō Big Sight, one of Tōkyō’s largest convention and conference centers, located in Kōtō Ward’s Ariake district. Chūō Ward hopes to improve access and convenience to the waterfront area by constructing a new subway line linking central Tōkyō and the waterfront. Construction of the line is expected to run into some difficulties, however, due to requiring construction under Tōkyō Bay.

===

Video report at this NHK article:
http://www3.nhk.or.jp/news/html/2014...080841000.html

The Olympics and associated development has also spurred other plans for the Tōkyō waterfront, including a new cruise terminal and casino district proposed by ex-governor Inose before he resigned. Currently, all the big cruise ships actually dock at Ōsanbashi Pier in Yokohama’s Minato Mirai district, so it’s actually a bit of a hike to central most of Tōkyō’s sights, but a pier in Tōkyō Bay would be much closer. Cruise ships wouldn’t be able to make it under the Rainbow Bridge, so the terminal would be constructed near Odaiba, also putting it near all of the existing retail, entertainment, and recreational attractions in this area.



Outside of the Waterfront Subcenter (臨海副都心), Mitsui Real Estate (三井不動産) also announced a plan to redevelop parcels it owns in the Nihonbashi area east of Tōkyō Station by 2020, encompassing a combined total of 1.6 million to 2.0 million sq m of gross floor area and attracting biotech and pharmaceutical venture firms and overseas investment firms:

Quote:
Originally Posted by Momo1435 View Post
At a press conference on the completion of their 2 towers in Nihonbashi Muromachi the developer Mitsui Fudosan has announced that it has big plans for the greater Nihonbashi Area. They are launching the Nihonbashi District Regeneration Plan 日本橋地区再生計画, which includes 8 redevelopments in the Nihonbashi & Yaesu districts that will start in the next couple of years and should be completed before the Olympics in 2020. Most of them were already known (including the last project I posted in this thread a couple of days ago), but there are some new parts to the plans as well.

http://www.decn.co.jp/?p=4611
http://www.tokyo-np.co.jp/article/ec...002000148.html
http://www.kensetsunews.com/?p=25604




One of the main elements of the plans is the removal of the elevated Shuto Expressway Loop Line above the Nihonbashi-gawa.

This will make the actual Nihonbashi bridge the crossingpoint of the Chuo Dori, which will become a proper boulevard and the newly developed riversides of the Nihonbashi-gawa the heart of the Nihonbashi district.

These 2 renders come from the articles in the links above.






In this link you will find more information about the plans, including video's and pdf'swith lots of visual information on the regeneration plans that already existed.
http://www.nihonbashi-renaissance.co.../proposal.html
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Old February 7th, 2014, 06:10 PM   #6671
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A couple of comments:

1. If they can remove the Shuto Expressway to restore the open area around Nihonbashi Bridge as part of a new subway project, I'm all for it! It would certainly make that area far more attractive to visitors.

2. As for the low ridership of low-cost buses between downtown Tokyo and Narita Airport, I think a big problem is the fear of a major traffic jams between Narita Airport and Tokyo, especially for flights coming in from the US West Coast arriving at the height of the evening rush hour. Besides, with the JR East Narita Express and Keisei Skyliner, you get connections with all the most important rail stations in the Tokyo area.
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Old February 7th, 2014, 08:04 PM   #6672
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A quiz segment from a popular TV show ("Hoko×Tate" ほこ×たて) that pits Keikyū railway staff against Keikyū railfans to see who knows more about the railway:

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Old February 9th, 2014, 12:15 AM   #6673
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The most interesting part of the proposed new Metro line is not so much on the Odaiba/Ariake side of the line. It's much more interesting to see where it will go on the city side. If it will be a stand alone line that ends around Tokyo Station or Shinbashi Station. Or if it will be connected with one of the existing lines, possibly the Oedo or the Hibiya Line.
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Old February 9th, 2014, 08:33 PM   #6674
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Would be interesting if they could connect into the Tsukuba Express extension to Tōkyō... If they can get their act together and coordinate the TX extension with the Asakusa Line bypass / Central Tōkyō Link (都心直結線), then they would just need to build an alignment to Tōkyō Station. At the south end, if they can connect the line into Toyosu Station, then they can also eliminate the capacity / transfer issues with the new Yūrakuchō Line branch, with this new line taking over one of the branches.
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Old February 10th, 2014, 01:12 AM   #6675
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Anywhere where I can find photos of the recent snows in Tokyo? Tokyo Station would be an impressive sight in the snowfall
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Old February 10th, 2014, 01:52 AM   #6676
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Quote:
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Anywhere where I can find photos of the recent snows in Tokyo? Tokyo Station would be an impressive sight in the snowfall
Google "Tokyo Snow 2014" and you'll find a lot.

If you just Google "Tokyo snow" you'll set quite a bit from 2012 and 2013.

Also try the same search on Youtube. Plenty of rail fans documenting the snow...

I heard there were a lot of lines shut down, I'm sure Quashlo will be able to fill us in (I don't know Japanese so I'm helpless there).
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Old February 10th, 2014, 02:01 AM   #6677
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Quote:
Originally Posted by quashlo View Post
A quiz segment from a popular TV show ("Hoko×Tate" ほこ×たて) that pits Keikyū railway staff against Keikyū railfans to see who knows more about the railway:

Haha, great to see that railfanning has gone "mainstream" on tv shows in Japan.

BTW, shame on the Keikyu representative for losing to Keikyu Railfans
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Old February 10th, 2014, 08:33 AM   #6678
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If you're interested, there's also an Odakyū version here:



And if you like airplanes, a JAL version here:
https://www.youtube.com/watch?v=PQvRWkwndas

There's always been a fair amount of railway-related coverage in mainstream Japanese TV, although there has definitely been a noticeable jump the past few years, coinciding with increased interest in railways among the general populace.

Among my general watchlist of Japanese TV shows, there's one called "Wara-gamisama wa Totsuzen ni" (笑神様は突然に) where a group of four mildly-famous celebrities who are also railfans (they call themselves the "Big 4" or 鉄道ビッグ4, an unintended homage perhaps to the railway histories of the UK or US?), go on various railfan daytrips across Japan... Not very technical, so it might not be for everyone, but definitely worth giving a look-see as they do get the typical behind-the-scenes stuff. Plus, they seem to be showing up every other episode now. Feel free to PM me if you don't know where to find the show.
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Old February 10th, 2014, 08:36 AM   #6679
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Here's some snow videos.
This was record-breaking snowfall in Tōkyō, the first blizzard warning issued for the capital in 13 years.

FNN video reports:
Shibuya Station, where buses brought out the chains:



At JR Hachiōji Station in western Tōkyō:



ANN video report at Shinjuku Station in the evening:

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Old February 10th, 2014, 08:38 AM   #6680
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Next, some actual train operations during the blizzard...

Tsukuba Express



Shin-Keisei Line:





Keisei was also affected quite badly by the snowfall, and they were only able to fully resume service the day after the blizzard. The tracks here at Nakayama Station are partially buried in the snow:



In a portion of the NHK video report here, you can see Keisei using one of their regular trains to clear the track:
http://www3.nhk.or.jp/news/html/2014...133731000.html
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