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Old February 19th, 2015, 09:52 PM   #7221
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It's a bit retro, but in a good way!
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Old February 20th, 2015, 07:19 AM   #7222
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I wonder was the video of that first E235 trainset taken around the J-TREC assembly line or at JR East's Niitsu assembly line near Niigata?
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Old February 20th, 2015, 12:06 PM   #7223
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Quote:
Originally Posted by From the video description
At Niitsu JR East rolling stock manufacturing factory
Wonder if they are going to wrap/paint the front to make it look like the rendering?
But I do have to say that I'm pleased that the white sides on the rendering was just a bad representation of the brushed stainless steel sides on the train itself, than just painted white, looks way better this way.
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Old February 20th, 2015, 05:40 PM   #7224
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JR Nambu Line Inadazutsumi - Fuchū-Hommachi elevation

The elevation on JR Nambu Line between Inadazutsumi and Fuchū-Hommachi will finish totally next march 1 with the completion of the track 1 on Inagi-Naganuma Station. The whole project planned since 1995 consist in the continuous grade separation of 4,3 kilometers of track and three stations (Yanokuchi, Inagi-Naganuma, and Minami-Tama).

The track 1 passing Inagi-Naganuma will be the last one, and this is the general track for up trains to Kawasaki.

Inagi-Naganuma on Google Maps: http://goo.gl/maps/B3N96

Press release: http://www.metro.tokyo.jp/INET/OSHIR...A/20ocj800.pdf

The finalization of this works will be on March 1. From march 13, the Rapid services on Nambu Line will be extended down to Tachikawa with limited stops at (Inagi-Naganuma) Fuchū-Hommachi, and Bubaigawara. And skipping five stations.



Planes:


The whole viaduct and the last actuation marked in red dots.


Inagi-Naganuma track plan.


Cross section.


It's evident that rapid trains will use the tracks 1 and 4.



Situation on February 2015:


Central tracks (3 ˇ 2).


Platform for 4 ˇ 3 tracks (down). This was completed in December 2011.


Elevator.


Waiting room.


Escalator.




What means? "軌道は「弾性バラスト軌道」となっています。"


In december 2013, the track number 2 (up) was completed.





Source: building-pc.cocolog-nifty.com/helicopter


Station main gate.


Lobby.

Source: Wikipedia
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Old February 22nd, 2015, 03:37 PM   #7225
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Quote:
What means? "軌道は「弾性バラスト軌道」となっています。
The roadbed utilized is the flexible (sleeper)&ballast roadbed type.

This can be thought of as a hybrid of the traditional ballast roadbed and slab roadbed. The track sleepers are attached to a framelike concrete subroadbed, with cushion material sandwiched between the two. Fine ballast is added to fill in the gaps and serves as a sound deadening material and does not serve as a load bearer unlike conventional ballast. Apparently this type of roadbed is equal to or better in sound deadening qualities and vibration reduction to existing roadbed types, with the added benefit of reduced maintenance requirements and 30% less construction cost.

https://www.jreast.co.jp/newtech/tech03_main.html
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Old February 22nd, 2015, 03:45 PM   #7226
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That sounds like a very good hybrid. How does it compare to the solid ballastless track used on high speed railways for noise mitigation?
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Old February 22nd, 2015, 04:09 PM   #7227
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It most certainly is quieter than slab roadbed, which reflects rather than absorbs sound. However, slab roadbed is preferred for high speed applications, particularly in heavy snowfall regions, as ballast tends to freeze and form chunks that can be dislodged and become projectiles with the passage of high speed trains.
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Old February 23rd, 2015, 07:08 PM   #7228
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Rail stations covered by Google Street View:

Yokohama
Minato Mirai Line: All


Osaka
Metro Midosuji Line: Esaka, Shin-Osaka, Umeda, Yodoyabashi, Hommachi, Shinsaibashi, Namba, and Tennoji

Metro Tanimachi Line: Higashi-Umeda, Tenmabashi, and Tennoji

Metro Yotsubashi Line: Nishi-Umeda, Higobashi, Hommachi, Yotsubashi, and Namba

Metro Chuo Line: Sakaisuji-Honmachi and Hommachi

Metro Sennichimae Line: Namba and Nipponbashi

Metro Sakaisuji Line: Sakaisuji-Hommachi and Nipponbashi

Metro Nagahori-Tsurumi-ryokuchi Line: Shinsaibashi

Kintetsu: Tennoji Terminal

Nankai: part of Namba Terminal

Hankyu: part of Umeda Terminal


Nagoya
Subway Higashiyama Line: Nagoya

Subway / Meitetsu: Sakae Station area

Kintetsu: Nagoya Terminal


Fukuoka
Nishitetsu: Fukuoka Terminal


Kobe
Kobe New Transit (Port Liner and Rokko Liner): All
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Old February 24th, 2015, 02:55 AM   #7229
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Quote:
Originally Posted by orulz View Post
Train length is about the only thing that is NOT an issue in pursuing this connection. The trains are actually almost exactly the same length, within 4 meters. Inokashira = 5x20m=100m, Ginza = 6x16m=96m.

The actual issues are:
1. Rail gauge (Inokashira = 1067mm Cape Gauge, Ginza = 1435mm Standard Gauge)
2. Loading Gauge (HxW in mm: Ginza = 3465x2550, Inokashira = 4100x2864)
3. Platform height (Ginza = ??, Inokashira = ?? - not sure but they're definitely different)
4. Electrification (Inokashira = 1500vdc overhead, Ginza = 600vdc third rail)
5. Grade crossings (Inokashira = lots, Ginza = none)
6. Sigals/ATC: (Inokashira = Keio ATC, Ginza = CS-ATC)
7. Elevation mismatch (Inokashira = 2F, Ginza = 3F of the Shibuya Mark City complex)

All of these are of course solvable, but taken together they are quite a formidable obstacle.

There are two ways I can see that this would ever possibly make sense:
1. If there is some future project to grade separate the entire Inokashira line. The newly built grade separated portions could built progressing west in phases from Shibuya, and be built as extensions of the Ginza Line. The terminus of the Inokashira line is then moved progressively west until the entire project is complete.
2. If there is some future project to completely rebuild the Ginza Line to modern earthquake resistance standards, and the line is dug up and completely rebuilt as an extension of the Inokashira Line.
.
As a daily commuter on the Inokashira line into Shibuya, this subject is something I have considered many times and that post has to be best summary of all the issues.
To add to that, the other issue would be: why bother?
I am sure they have the statistics, but the number of people that stream off the Inokashira and go to the Ginza line is a very small fraction of the total passengers, so there is little benefit as most commuters would still be changing trains anyway.

The fact that the new Ginza line platform is being built roughly in the same place ( well same height anyway ) indicates there are no plans for a massive station rebuild to try and get the lines at the same height.
With the tunnel at the end of the platform for the Inokashira and the Yamanote line below the Ginza line there is zero space to try and get them at the same level in the short distance between them.

The Ginza line is receiving brand new trains, and the Keio line has very recent trains also , so no train replacement projects to combine the fleets would make financial sense.

I have not counted how many level crossings there are on the Inokashira line, but the first three at Ikenoue already show there is no space for grade separation without massive civil engineering works.

As others have said this is a great place to discuss Japanese railways.

The other places I go for news and information is the Yahoo Group :
https://groups.yahoo.com/neo/groups/jtrains
and the Facebook group for the Japan Railway Society :

https://www.facebook.com/groups/6364903766/
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Old February 25th, 2015, 08:34 PM   #7230
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Quote:
Originally Posted by quashlo View Post
MLIT grants approvals to operate Kabe Line extension
http://news.mynavi.jp/news/2014/02/26/163/

On 2014.02.25, JR West announced that it had received approvals from the MLIT to operate the proposed electrification and extension of the Kabe Line 1.6 km from its current terminus at Kabe (可部) Station. The project involves electrifying a portion of the line that was discontinued when the unelectrified section of the line between Kabe and Sandan-kyō (三段峡) was abandoned in December 2003. With urbanization on the section from Kabe to the site of the former of the Kōdo (河戸) Station, JR West will electrify and re-extend service onto this section, constructing two new stations, tentatively called Shin-Kabe (新可部) and Shin-Kōdo (新河戸). Revenue service will commence in spring 2016 with 99 trains a day.

...
This is for spring 2017 when the 1,6 kilometers extension of Kabe Line, north of Hiroshima City will be inaugurated.

The project to start soon consist in two new stations, the redevelopment of the current end of line (Kabe Station) and the electrification of 1,6 km.

This is the actuation plan. The Kabe Station (right), the new Station with single platform in the center, and the new termini Station on the left side. The triangles are the future level crossing.



Kabe Station http://goo.gl/maps/uYLzJ

The new station building will be constructed in front of the bus station canopy (beautiful design). The two end track will be removed.






The current main access is a level crossing on now abandoned tracks.




Render.

In the future, the station will have two platforms and a public overpass.





Underpassing the National Route 54 and Kabe Bypass. The old track is present in some parts.


Now, the track runs parallel to the Prefectural Road 267 only separate by a line of houses.


First level crossing serving narrow alley: http://goo.gl/maps/BFSGj


Kabe Bypass bridge.


Just in front of this Supermarket is planned the new intermediate station: http://goo.gl/maps/ZXgpL


Render.


Current situation. At the bottom, a cultural center. Beside the Supermarket, the Municipal Bureau of Finance.


The Bureau of Finance is the white building. Firstly the second level crossing.


Back to the Prefectural Road 267 looking west.


Just before the final station this small iron bridge.


At about 700 meters from the intermediate station the terrains of the final station. http://goo.gl/maps/KPrjt




Render.


The area near the final station not yet been urbanized. A little further on is the Ota River and mountains on the other side, mountains that were the cause of the disaster last year in Hiroshima, landslides and such.



Sources:
Urban Koi Koi

JR West

Hiroshima City
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Old March 1st, 2015, 12:14 PM   #7231
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The 27 sets of Keio 1000 series are used only on Keio Inokashira Line, the only line of this private company with 1067mm tracks (instead the rest that uses 1372mm).

The Inokashira Line provides a direct connection between Shibuya and Kichijōji in west Tokyo. Only 12,7 km, but is the best way to save Shinjuku. Also is cheaper than JR (200Ľ vs 220Ľ)... and faster, 17 minutes with the Keio Limited Stop Express service (35 minutes with Local service).

But the most interesting IMO are the different colored trains:




















Daily average is 547.845 passengers per day (2010).



Photos: http://train-directory.net/


Limited Stop Express cab view from Kichijōji to Shibuya:

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Old March 2nd, 2015, 05:53 AM   #7232
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Thanks for posting this, my daughter lives in Shimo-Kitazawa and we made exteinsive use of the Keio when I visited here. I was amazed with how much they get out of the line, with a single station on the line having two platforms and and four tracks they can run express and local trains down the same line. The dententsu seem to really utilize their infrastructure in comparison to light rail lines in the United States. They seem to be what our interurban railways could have become, rather than being scrapped.
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Old March 2nd, 2015, 03:57 PM   #7233
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From JNS Forum:

Two end cars from Tokyo Metro 01 Series (Ginza Line) was transferred to Kumamoto for serve on Kumamoto Dentetsu network.

Like others used trains, this will receive a remodeling, removing the contact by 3rd rail and installing a pair of pantographs.








Photos: https://twitter.com/anm_7601liarmsd
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Old March 2nd, 2015, 04:32 PM   #7234
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talking of re-using subway trains :

more details of ex-Yokohama Line trains, JR East EMU 205 series going into service in Jakarta, Indonesia.

http://tokyorailwaylabyrinth.blogspo...indonesia.html
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Old March 2nd, 2015, 07:24 PM   #7235
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Quote:
Originally Posted by jonallen1966 View Post
talking of re-using subway trains :

more details of ex-Yokohama Line trains, JR East EMU 205 series going into service in Jakarta, Indonesia.

http://tokyorailwaylabyrinth.blogspo...indonesia.html
sorry for going out of topic, but these 205s from Saikyo, Yokohama, , with some Ex-Yamanote trailer cars, and perhaps later Musashinos' are like Dominating the EMU population in Jakarta nowadays, being introduced in 2013 and this particular EMU Series have been the backbone of the service alongside a smaller number of Tokyo Metro, Tokyu, & Toyo Rapid units.

It was really great that ex-Japanese EMUs are very reliable despite their age and not-so-good electric current in Greater Jakarta Area.

I was wondering, did these EMUs are really unfit or unworthy for service in Japan and need major Life-Extension refurbishments (to the far extent that it was Facelifted like the Curved Front Face 205s) to be back operational? since the local Railway Company here only do Minor Refurbishments and just adding Steps, Exterior Grip Bars, & LCD Screens.

I do know about some Ex-JRs' or Ex-Tokyus' being sold to another company in Japan rather than keeping or refurbishing them for future operations in their own companies, then lots of thoughts swimming in my head about for what intentions are they doing it...

thanks.
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Old March 3rd, 2015, 03:52 PM   #7236
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What I find interesting is that unlike most other Keio trains, the trains on the Inokashira Line have only announcements in Japanese. The Keio trains that travel to the station nearest to Mt. Takao have announcements in Japanese and English.
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Old March 3rd, 2015, 11:12 PM   #7237
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Wonder why Kumamoto Dentetsu is getting the Ginza Line rolling stock. With so many things that had to be changed, it seems like they could've found some ex-Tokyo Metro rolling stock that was more similar. At least one with a pantograph or the same gauge.

Also, I wonder what they'll do with the exterior...it looks awfully dirty and still has the metro logos.
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Old March 4th, 2015, 08:49 AM   #7238
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I've always found Tokyo very strange in the way that the rolling stock is so similar for the metro systems compared to the mainline railway as to actually be interchanged. It doesn't seem to happen anywhere else because many places use different rail gauge, and there are other technical differences to contend with even for those gauge is the same.
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Old March 4th, 2015, 02:56 PM   #7239
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Quote:
Originally Posted by sacto7654 View Post
What I find interesting is that unlike most other Keio trains, the trains on the Inokashira Line have only announcements in Japanese. The Keio trains that travel to the station nearest to Mt. Takao have announcements in Japanese and English.
On a weekdays, they don't have English, but I have noticed that sometimes on Weekends they have on train announcements in English.
I've never worked out what the deciding factor is, because I don't think it's on all trains at the weekend!
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Old March 4th, 2015, 05:48 PM   #7240
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Saijō Station

Around 10.000 people uses every day this station in Higashi-Hiroshima. Saijō is the main station for this city with 180.000 inhabitants in the Sanyō Main Line.

This January, the station finished the redevelopment with a new public passage north-south, commercial facilities, and disabled people friendly spaces.

This station has five tracks and two platforms. The side platform serves the track number 1, Hiroshima bound trains. The other platform is an island type platform serving the tracks number 3 (both directions) and track 4 for Mihara and Fukuyama trains.

Tracks 2 and 5 are used for non-stopping trains.

Moreover, a new roundabout with bus stop, taxi pole and others facilities was installed on the north side of the station.

Situation: http://goo.gl/maps/W0geZ



The map. In yellow the public area with the toilets. The public passage has 6 meters wide and 100 meters long. Commercial area in green. Blue color for station area (concourse and platform access), and pink color for offices or whatever.

The south access has an elevator, a pair of stairs and escalators. The north access has two stairs and one elevator.

South entrance:












Public passage. The commercial facilities on the 1st floor are 24 hours shop 7 Eleven and a Bakery.




North exit distributor.










Platform 1.


Don't know why not all the canopy was changed.






North access.

















Space for taxis in the central roundabout.



Space for bus stop. From here a Bus Limousine service to the Airport will be put in service.

Source: Urban Koi-Koi and 2
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