I can't tell you how many times I've gone through a train station in Japan--even very busy ones like Tokyo or Shibuya--while parts of it were under construction. At any given time probably 5~10% of all stations in the network are being upgrade.
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Odakyu's work around Shimokitazawa is the most impressive imo: they quadruple-tracked a double-track segment...while moving the line underground, with one pair of tunnels above the other...while moving three stations underground...WHILE KEEPING ALL OF THEM OPEN THROUGHOUT
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Like most cities, Tokyo does not offer 24/7 rail service, and so there's time every night to do routine maintenance. But that doesn't mean they ONLY do work at night, and renovations/upgrades in particular are generally conducted around the crowds of daily passengers
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Here are some diagrams illustrating Odakyu's approach at different points on the line (source http://www.kensetsu.metro.tokyo.jp/content/000020804.pdf …)pic.twitter.com/EWzFHyib2K
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hey, a lot better than closing the whole NYC L line for over a year, which gets 2x as many riders as Boston's entire commuter rail or a bit more than the whole MBTA Red line
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certainly better--but that's a pretty low bar to exceed!
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It's too difficult for Britain though as well - why else was Mornington Crescent closed for so long?
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We (Brits) manage it on regular stations - almost every time I've been through Reading it's being worked on.
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Depends on the station. Wollaston's fairly small though so harder to upgrade and keep it open than a major sprawling station like Reading or Bond Street.
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MBTA facility upgrade contracts are cesspools of corruption: "Don't kill the job" + featherbedding + poor quality work.
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