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Old October 10th, 2019, 09:06 PM   #7801
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Hiroshima Rapid Transit new 7000 Series

Hiroshima Astram Line, is getting new 7000 series trainsets, build by Mitsubishi Heavy Industries, last week the first set was deployed in preparation for track tests. Hiroshima Rapid Transit will put in service the new train in March 2020.

Until 2025, Hiroshima New Transit will introduce 66 carriages (11-6 cars sets). The new 7000 series has double skin aluminum structure. “T-smover” bogies made by MHI and cars equipped with “G-Fit” to improve ride comfort.



Photos: https://twitter.com/bashikenn1976/st...203081729?s=20

Video made from NHK Hiroshima office: https://www3.nhk.or.jp/hiroshima-new...000005696.html

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Old October 12th, 2019, 12:24 AM   #7802
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i love those unconventional form of head (and trailing) lights!
Is it manned or automated train?
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Old October 23rd, 2019, 09:15 AM   #7803
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Keio Railway Elevation Project Begins

Keio Railway (京王電鉄) running between Shinjuku and Mt Takao in Hachioji, Tokyo and Hashimoto in Sagamihara, Kanagawa, serving the western and southwestern suburban area of the Tokyo Metropolis. One of the main sticking points is the fact that the most heavily trafficked part of its route between the City of Chofu and the Shinjuku Terminus has the most at-grade railway crossing accidents and delays of any railroad in Tokyo. Indeed, the only time I've ever been aboard a train that struck a person was on the Keio Line in 2017; I've experienced a full-on shut down caused by an accident on this portion of the line about 8 times in the 3 years I lived in Chofu and used Keio to commute to work in central Tokyo everyday. The need to grade-separate the line in this section has been apparent for years, and while the nearby Odakyu Line has been fully elevated/undergrounded for the last 5 years through Setagaya Ward, Keio couldn't even begin constructing its solution until this year.

Most of the reason it took so long to get to this point has to do with amassing enough property along the right-of-way (ROW) to build, and not having enough funding or neighborhood backing to build a tunnel for the entire 7.2km project. Unlike Odakyu and JR Chuo's grade-separations projects, Keio simply never had enough frontage buffer land between the tracks and other properties to work with. Riding the line in this section puts trains about 10 meters from the sides of buildings, streets, walkways and other private property on the wayside and Keio needed about 10 years to fully buy and amalgamate enough of it to implement its construction plans.

The construction will elevate 7.2km of track and rebuild 7 stations. 2 stations on the line (Meidaimae and Chitose-Karasuyama) will be expanded to 4 track stations to allow for express trains to pass slower moving locals and rapids, something also needed on the line since Hachimanyama and Sakurajosui stations are the only places this happens now.

Meidaimae being the main station where Keio's mainline and Inokashira lines intersect has long been a pain point during rush hours due to its constrained platform and concourse layouts and lack of separate express and local tracks for Keio Line trains. One can usually see trains bunch up here as they are forced to wait for any boarding train to clear the station before being allowed to proceed to the platform. Transferring between lines is also quite challenging since there's really only one way to and from Inokashira platforms except in one case. Once the Keio mainline platform is raised above street level, it's expected that the Inokashira line platforms will be relocated 100m south so that they line up directly underneath the mainline so multiple egress pathways can be created.

Interestingly, an older plan also called for a subway tunnel that ran directly underneath the whole rebuilt section that would include no station stops between Tsutsujigaoka and Sasazuka stations. I'm not sure if it's still in the cards or not, but meant to take the fastest trains on the line (currently the Special Express, which has no stops between Meidaimae and Chofu; about 10kms and the Keio Liner Ltd Express trains that operate in the PM rush from Shinjuku to Fuchu/Nagareyama and beyond). Further separating these already speedy services would definitely make for some interesting service lineups on the Keio timetable.

I plan on taking some time and documenting the construction process as it has started over the next few weeks and as always, am happy to answer any questions the group has about it (or any other project around Tokyo for that matter!)

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Old October 23rd, 2019, 03:18 PM   #7804
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If they do build that underground tunnel, I'd doubt that there'd still be a need to 4 track Meidaimae and Chitose-Karasuyama stations since platforms can just be built in the tunnel there.

edit: Found this article (http://www.kensetsu.metro.tokyo.jp/c.../000005952.pdf) that appears to show the tunnel has been canned (for now).
I tend to be far too skeptical.

I have a bad habit of retroactively editing my posts without prior warning.

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Last edited by luacstjh98; October 23rd, 2019 at 03:32 PM.
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Old October 28th, 2019, 09:31 PM   #7805
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New Keisei 3100 Series

The Keisei 3100 series is an electric multiple unit (EMU) train type on order by the private railway operator Keisei Electric Railway for services on the Narita Sky Access Line from 26th October.

Two eight-car sets were built in 2019 by Nippon Sharyo. The interior includes passenger information displays, security cameras, and wheelchair spaces.

Seating accommodation consists of longitudinal seating and includes foldable seats, in order to provide more space for luggage.

Vistas generales del interior. Como en el exterior, domina el color naranja y azul propio de la Narita Sky Access Line y también el azul y rojo, colores corporativos de Keisei.

Source: https://news.mynavi.jp/article/20191010-keisei3100/

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