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A few comments on this article:
Line. Of course, there were earlier wars ... . Fg2 10:57, Aug 16, 2004 (UTC)
There was an Asahi Shinbum web article on Sunday, Jan. 23, 2005 describing the reconstruction of the Yamanote Line. In that article there are comments about hte historical development of the Yamanote Sen. I suggest enhancing the history section of this entry with that informaiton. ( http://www.asahi.com/national/update/0123/018.html )
With its frequency, schedule, train cars, distance of stations, etc., is the Yamanote Line effectively operating like an overground metro line, like the RER of Paris to a certain extent? — Insta ntnood 17:23, 28 February 2006 (UTC)
One more point about the Yamanote Line: the cars are designed for standing, not sitting. I think that helps decide in favor of describing it as a rapid-transit line. Fg2 22:04, 3 March 2006 (UTC)
It is just for an error in this article In City Hunter goodbye my glass heart it is not the opening of the yamate line but the opening of the new automatic train on the yamate line 82.120.61.44 00:49, 2 November 2006 (UTC)minato ku 82.120.61.44 00:49, 2 November 2006 (UTC)
I feel that using the image for the map of the line is unprofessional so I am working on a translation of the track map from the Japanese Wikipedia. Help is appreciated. -- ÆAUSSIEevilÆ 18:11, 17 June 2009 (UTC)
I wouldn't exactly want to totally discourage the use of the route map codes, but perhaps simplify it. How about remove all the other lines (e.g. Keihin-Tohoku, Chuo, etc) and work with just the Yamanote Line itself and then apply side notes to each station to indicate interchanges. Would definitely be much better than what the over complicated one on the JA wiki. 리지강.wa.au talk 16:28, 2 January 2010 (UTC)
I came across a section of text saying "In the mornings, certain counter-clockwise trains start from Tamachi (which is more efficient, being located close to the Yamanote Line depot near Ōimachi)". Of course it maybe true that some trains start service at Tamachi - but stating that this would be more efficient because of its location close to the depot... that's just plain wrong IMO. The tracks from the Oimachi depot lead pretty much straight to Osaki station - and are even heading the "wrong" way at that. The only way to get from that depot to Tamachi, is by going to Osaki station first, then reverse direction, go over 4km and through Shinagawa station... hardly "more efficient" than simply starting at Osaki itself. (If in doubt: just fire Google Earth up and look thoroughly - you can see the depot, the tracks, the stations and all very clearly there, even when you have never been to Tokyo.) So there's probably other reasons to do that - but not being close to the depot. Or has the author of that part confused the Yamanote Oimachi depot with that other depot on Tokaido (main) line between Shinagawa and Tamachi? —Preceding unsigned comment added by 80.141.33.52 ( talk) 23:17, 23 October 2010 (UTC)
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So there is a problem that has happened with inserting the station numbers on all JR East Lines, including the Yamanote Line. Should there be a solution to this with colored numbers instead? J4lambert ( talk) 16:36, 12 November 2016 (UTC)
Where is this +3 million/day ridership coming from? The 3,725,247 [1] figure the number is nowhere to be found inside the source provided. The other citation for the 3.68 million figure leads to a magazine that I have no idea if it actually said it or not or how it got the number. On the Japanese wiki they provided a ridership of only 1,097,093 [2] on the section running from Shinagawa to Shinjuku to Tabata which is about 60% of the whole line. Something tells me that ridership from the parallel Keihin-Tōhoku, Shōnan-Shinjuku, Saikyo, Tohoku and Tokaido services are being included or indiscriminate sums of passenger exits, entrances and/or transfers of stations on the Yamanote line are being used which is problematic. Any thoughts and clarification on how to remedy this? Though I feel the way the Japanese handled it is the best course of action, it's clunky and not perfect but it uses primary sources and the methodology of where that statistic came from is clear.-- Terramorphous ( talk) 03:36, 2 December 2016 (UTC)
References
From the article:
"The ridership of the Yamanote Line cited in a 2015 MLIT National Transit report was 4,098,582 trips per day,[8] but it is unclear what constitutes as the Yamanote Line and what, if any, ridership of parallel JR East railway services were included. A 2015 JR East ridership report using JR East's internal definition of the Yamanote Line[b] reports a ridership of 1,097,093.[2]"
This sentence confuses two different measures.
Rounding to the nearest million, the 4.1 million figure is the average number people who enter platforms at stations along the line. That is your "ridership" - average number of passengers per day.
The 1.1 million figure is a measure of travel, or "transportation density." A "transportation density" of 1.1 million / day means that, on average, 1.1 million people travel over each km of line. Yanks and Brits don't get this, but: you cannot transform "transportation density" into "ridership" (originating passengers) unless you know the average trip length. (You can try guessing; good luck with that.)
The sentence also confuses "infrastructure" with "services." A preceding sentence reads, "Internally JR East refers to the "Yamanote Line" as the 20.6 km corridor between Shinagawa and Tabata via Shinjuku used by Yamanote local trains." That's misleading. This reference was not instigated by JR-East and is not used exclusively by that company - consider source documents dating back 100 years (or longer). Nor is it confined to this one line - consider other lines with parallel services.
As for the issues of parallel services:
A.) The MLIT document cited in footnote 8 (平成27年 大都市交通センサス 首都圈報告書) does indeed specify what segment of infrastructure is referenced by "Yamanote Line:" Shinagawa - Shinkuku - Tamachi (page 17).
So both figures above - 4.1 million station entries per day, and 1.1 million pass-km per km of line per day - pertain to this segment.
B.) With reference to the same document and page: I have not gone through the list of endpoint stations in detail, but, under the table heading "Lines" (路線), I do not see either "Yamanote Freight Line" or "Saikyō Line."
C.) Other than peak-hour passenger volume statistics, it is unlikely that you will find "ridership" statistics for the "Yamanote Line" services ("Inner Circle" and "Outer Circle"). This is not surprising. I don't see how you could meaningfully separate traffic between, say, Ueno and Hamamatsu-chō by service. Yamanote and Keihin-Tōhoku trains stop on opposite sides of the same platform, and passengers board the first train that comes along (. . . unless its too crowded). Moreover, it is a well-known fact that passengers do not always travel on the most direct route. Ueno to Shinjuku is a good example: by JR-East, the most direct route involves a change to Chūō Line trains at Akihabara or Kanda. However, some passengers choose to ride the Yamanote Line via Ikebukuro. It takes longer, but trains are less crowded and you don't have to transfer. — Preceding unsigned comment added by 2600:1700:A1F0:BD0:C90C:F35F:B29C:8235 ( talk) 21:42, 13 November 2020 (UTC)
![]() | This article is rated C-class on Wikipedia's
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A few comments on this article:
Line. Of course, there were earlier wars ... . Fg2 10:57, Aug 16, 2004 (UTC)
There was an Asahi Shinbum web article on Sunday, Jan. 23, 2005 describing the reconstruction of the Yamanote Line. In that article there are comments about hte historical development of the Yamanote Sen. I suggest enhancing the history section of this entry with that informaiton. ( http://www.asahi.com/national/update/0123/018.html )
With its frequency, schedule, train cars, distance of stations, etc., is the Yamanote Line effectively operating like an overground metro line, like the RER of Paris to a certain extent? — Insta ntnood 17:23, 28 February 2006 (UTC)
One more point about the Yamanote Line: the cars are designed for standing, not sitting. I think that helps decide in favor of describing it as a rapid-transit line. Fg2 22:04, 3 March 2006 (UTC)
It is just for an error in this article In City Hunter goodbye my glass heart it is not the opening of the yamate line but the opening of the new automatic train on the yamate line 82.120.61.44 00:49, 2 November 2006 (UTC)minato ku 82.120.61.44 00:49, 2 November 2006 (UTC)
I feel that using the image for the map of the line is unprofessional so I am working on a translation of the track map from the Japanese Wikipedia. Help is appreciated. -- ÆAUSSIEevilÆ 18:11, 17 June 2009 (UTC)
I wouldn't exactly want to totally discourage the use of the route map codes, but perhaps simplify it. How about remove all the other lines (e.g. Keihin-Tohoku, Chuo, etc) and work with just the Yamanote Line itself and then apply side notes to each station to indicate interchanges. Would definitely be much better than what the over complicated one on the JA wiki. 리지강.wa.au talk 16:28, 2 January 2010 (UTC)
I came across a section of text saying "In the mornings, certain counter-clockwise trains start from Tamachi (which is more efficient, being located close to the Yamanote Line depot near Ōimachi)". Of course it maybe true that some trains start service at Tamachi - but stating that this would be more efficient because of its location close to the depot... that's just plain wrong IMO. The tracks from the Oimachi depot lead pretty much straight to Osaki station - and are even heading the "wrong" way at that. The only way to get from that depot to Tamachi, is by going to Osaki station first, then reverse direction, go over 4km and through Shinagawa station... hardly "more efficient" than simply starting at Osaki itself. (If in doubt: just fire Google Earth up and look thoroughly - you can see the depot, the tracks, the stations and all very clearly there, even when you have never been to Tokyo.) So there's probably other reasons to do that - but not being close to the depot. Or has the author of that part confused the Yamanote Oimachi depot with that other depot on Tokaido (main) line between Shinagawa and Tamachi? —Preceding unsigned comment added by 80.141.33.52 ( talk) 23:17, 23 October 2010 (UTC)
Hello fellow Wikipedians,
I have just modified one external link on Yamanote Line. Please take a moment to review my edit. If you have any questions, or need the bot to ignore the links, or the page altogether, please visit this simple FaQ for additional information. I made the following changes:
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So there is a problem that has happened with inserting the station numbers on all JR East Lines, including the Yamanote Line. Should there be a solution to this with colored numbers instead? J4lambert ( talk) 16:36, 12 November 2016 (UTC)
Where is this +3 million/day ridership coming from? The 3,725,247 [1] figure the number is nowhere to be found inside the source provided. The other citation for the 3.68 million figure leads to a magazine that I have no idea if it actually said it or not or how it got the number. On the Japanese wiki they provided a ridership of only 1,097,093 [2] on the section running from Shinagawa to Shinjuku to Tabata which is about 60% of the whole line. Something tells me that ridership from the parallel Keihin-Tōhoku, Shōnan-Shinjuku, Saikyo, Tohoku and Tokaido services are being included or indiscriminate sums of passenger exits, entrances and/or transfers of stations on the Yamanote line are being used which is problematic. Any thoughts and clarification on how to remedy this? Though I feel the way the Japanese handled it is the best course of action, it's clunky and not perfect but it uses primary sources and the methodology of where that statistic came from is clear.-- Terramorphous ( talk) 03:36, 2 December 2016 (UTC)
References
From the article:
"The ridership of the Yamanote Line cited in a 2015 MLIT National Transit report was 4,098,582 trips per day,[8] but it is unclear what constitutes as the Yamanote Line and what, if any, ridership of parallel JR East railway services were included. A 2015 JR East ridership report using JR East's internal definition of the Yamanote Line[b] reports a ridership of 1,097,093.[2]"
This sentence confuses two different measures.
Rounding to the nearest million, the 4.1 million figure is the average number people who enter platforms at stations along the line. That is your "ridership" - average number of passengers per day.
The 1.1 million figure is a measure of travel, or "transportation density." A "transportation density" of 1.1 million / day means that, on average, 1.1 million people travel over each km of line. Yanks and Brits don't get this, but: you cannot transform "transportation density" into "ridership" (originating passengers) unless you know the average trip length. (You can try guessing; good luck with that.)
The sentence also confuses "infrastructure" with "services." A preceding sentence reads, "Internally JR East refers to the "Yamanote Line" as the 20.6 km corridor between Shinagawa and Tabata via Shinjuku used by Yamanote local trains." That's misleading. This reference was not instigated by JR-East and is not used exclusively by that company - consider source documents dating back 100 years (or longer). Nor is it confined to this one line - consider other lines with parallel services.
As for the issues of parallel services:
A.) The MLIT document cited in footnote 8 (平成27年 大都市交通センサス 首都圈報告書) does indeed specify what segment of infrastructure is referenced by "Yamanote Line:" Shinagawa - Shinkuku - Tamachi (page 17).
So both figures above - 4.1 million station entries per day, and 1.1 million pass-km per km of line per day - pertain to this segment.
B.) With reference to the same document and page: I have not gone through the list of endpoint stations in detail, but, under the table heading "Lines" (路線), I do not see either "Yamanote Freight Line" or "Saikyō Line."
C.) Other than peak-hour passenger volume statistics, it is unlikely that you will find "ridership" statistics for the "Yamanote Line" services ("Inner Circle" and "Outer Circle"). This is not surprising. I don't see how you could meaningfully separate traffic between, say, Ueno and Hamamatsu-chō by service. Yamanote and Keihin-Tōhoku trains stop on opposite sides of the same platform, and passengers board the first train that comes along (. . . unless its too crowded). Moreover, it is a well-known fact that passengers do not always travel on the most direct route. Ueno to Shinjuku is a good example: by JR-East, the most direct route involves a change to Chūō Line trains at Akihabara or Kanda. However, some passengers choose to ride the Yamanote Line via Ikebukuro. It takes longer, but trains are less crowded and you don't have to transfer. — Preceding unsigned comment added by 2600:1700:A1F0:BD0:C90C:F35F:B29C:8235 ( talk) 21:42, 13 November 2020 (UTC)