On the week 7 elimination episode of Dancing With the Stars, Pamela Anderson, the magically babelicious pop culture icon who reduced Tom Bergeron to a 12-year-old boy, said farewell to sequins, fringe, and the daily execution of splits. Her poise, ability to assume characters, and sweet nature will be missed. Honestly, it seemed like she knew she'd be gone. She was calm and cracking jokes, as if she'd already had a decent cry before the liiiiiive taping. Due to a vague-sounding injury, Pam got to close out her DWTS experience in a lovely pastel princess gown and perfect makeup instead of a black pleather raincoat and streaks of sweat. Hey, you gotta keep it classy, even on reality TV.
Your votes had set the stage for a shocking elimination! I wouldn't call Pam's oust that shocking, but it did provide the graphics department with a great excuse to splatter sliver lightning bolts all over the contestants' headshots. I have to say, when Tom said ''One of these couples will be in the bottom two'' and the audience gasped, I thought it would be Nicole and Derek. Alas, the ''fast, furious, and fabulous'' Erin and ''her Russian'' could not survive the unflattering bloodbath (of light) of the dreaded bottom two.
My favorite part of Tuesday's show was Niecy's previously taped outburst backstage. ''Why do people keep asking me that? Did I think .............
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Thursday, May 6, 2010
Friday, April 9, 2010
Friday, March 6, 2009
The Tokyo Waterfront Area Rapid Transit, Inc. (東京臨海高速鉄道株式会社, Tōkyō Rinkai Kōsoku Tetsudō Kabushiki-gaisha?), or Rinkai Line (りんかい線, Rinkai-sen?),
The Tokyo Waterfront Area Rapid Transit, Inc. (東京臨海高速鉄道株式会社, Tōkyō Rinkai Kōsoku Tetsudō Kabushiki-gaisha?), or Rinkai Line (りんかい線, Rinkai-sen?), is a third-sector railway in Tokyo, Japan, connecting Tokyo to the artificial islands of Aomi and Odaiba in Tokyo Bay. The line is served by some trains on the JR-East Saikyō Line, which continue from Ōsaki to Shinjuku, Ikebukuro, Ōmiya, and Kawagoe. The line is funded by the Tokyo Metropolitan Government, Shinagawa-ku, and JR East.
Construction of the line started in 1992, with the eastern end of the line using the right-of-way of the Keiyō Freight line (abandoned in 1983). The first portion of the line from Shin-Kiba to Tokyo Teleport Town opened for service on March 30, 1996, initially under the name Rinkai Fukutoshin Line (臨海副都心線, Rinkai-fukutoshin-sen?). The name was officially changed to the Rinkai Line on September 1, 2000. The extension to Tennōzu Isle opened on March 31, 2001 and the full length to Osaki on December 1, 2002.
While usually not considered an official part of the Tokyo subway network, the line runs underground for nearly 10 km of its 12.2 km distance, going as low as 40 meters below the ground when crossing under the Port of Tokyo. Only the Shinonome to Shin-Kiba segment (which uses the former Keiyō Freight line) is elevated.
The project ran severely over budget, with an estimated final cost of over ¥440 billion. In 2005, the Rinkai Line's average ridership was 140,000 passengers per day and, in 2006, the line finally registered its first operational profit (that is, excluding interest payments on ¥389 billion yen in debt). By comparison, the competing elevated Yurikamome line is profitable, thanks to lower construction expenses, higher ticket prices and popularity among tourists and leisure visitors for its scenic views.
Construction of the line started in 1992, with the eastern end of the line using the right-of-way of the Keiyō Freight line (abandoned in 1983). The first portion of the line from Shin-Kiba to Tokyo Teleport Town opened for service on March 30, 1996, initially under the name Rinkai Fukutoshin Line (臨海副都心線, Rinkai-fukutoshin-sen?). The name was officially changed to the Rinkai Line on September 1, 2000. The extension to Tennōzu Isle opened on March 31, 2001 and the full length to Osaki on December 1, 2002.
While usually not considered an official part of the Tokyo subway network, the line runs underground for nearly 10 km of its 12.2 km distance, going as low as 40 meters below the ground when crossing under the Port of Tokyo. Only the Shinonome to Shin-Kiba segment (which uses the former Keiyō Freight line) is elevated.
The project ran severely over budget, with an estimated final cost of over ¥440 billion. In 2005, the Rinkai Line's average ridership was 140,000 passengers per day and, in 2006, the line finally registered its first operational profit (that is, excluding interest payments on ¥389 billion yen in debt). By comparison, the competing elevated Yurikamome line is profitable, thanks to lower construction expenses, higher ticket prices and popularity among tourists and leisure visitors for its scenic views.
Saturday, February 28, 2009
The Tōyoko Line (東横線 ,Tō-Yoko Sen?) is a major commuter railway line connecting Tokyo (Shibuya) to Yokohama of the private Tokyu Corporation. The name
The first section of the line from Tamagawa to Kanagawa (separate from the present Kanagawa of Keikyū) opened on February 14, 1926. The line was extended incrementally until the entire length from Shibuya to Sakuragichō in Yokohama was opened on March 31, 1932. On August 29, 1964, through service to the Tokyo Metro Hibiya subway line started.
On January 30, 2004, the section of Yokohama to Sakuragichō was abandoned, and two days later on February 1, replaced with a line slightly more closer to the sea side, Minatomirai Line.
metro metro
Many train stops are announced in both English and Japanese. Announcements also provide connecting line information.
Ticketing machines can switch between English and Japanese user interfaces.
Train stations are signposted in English and Japanese (in kanji and hiragana). There are also numerous signs in Chinese (in simplified characters) and Korean.
Train stations are now also consecutively numbered on each color-coded line, allowing even non-English speakers to be able to commute without necessarily knowing the name of the station. For example, Shinjuku Station on the Marunouchi Line is also signposted as M-08 with the familiar red colored circle surrounding it; even if a commuter could not read the English or Japanese station names on signs or maps, he or she could simply look for the red line and then find the appropriately numbered station on said line.
Many stations are also designed to help blind people as railings often have Braille at their base.
Tokyo Metro stations began accepting PASMO contactless cards in March 2007.
The Tokyo Metro is extremely punctual and has regular trains arriving less than five minutes apart most of the day and night. It does not however run 24 hours a day. Lines tend to stop service between midnight and 1:00am and commence again approximately 5:00am.
Tokyo Metro indicated in its public share offering that it would cease construction once the Fukutoshin Line is completed. Some therefore expect that the line will be the final expansion to the Tokyo Metro network, although several lines such as the Hanzōmon Line have yet to be completed as planned.
Ticketing machines can switch between English and Japanese user interfaces.
Train stations are signposted in English and Japanese (in kanji and hiragana). There are also numerous signs in Chinese (in simplified characters) and Korean.
Train stations are now also consecutively numbered on each color-coded line, allowing even non-English speakers to be able to commute without necessarily knowing the name of the station. For example, Shinjuku Station on the Marunouchi Line is also signposted as M-08 with the familiar red colored circle surrounding it; even if a commuter could not read the English or Japanese station names on signs or maps, he or she could simply look for the red line and then find the appropriately numbered station on said line.
Many stations are also designed to help blind people as railings often have Braille at their base.
Tokyo Metro stations began accepting PASMO contactless cards in March 2007.
The Tokyo Metro is extremely punctual and has regular trains arriving less than five minutes apart most of the day and night. It does not however run 24 hours a day. Lines tend to stop service between midnight and 1:00am and commence again approximately 5:00am.
Tokyo Metro indicated in its public share offering that it would cease construction once the Fukutoshin Line is completed. Some therefore expect that the line will be the final expansion to the Tokyo Metro network, although several lines such as the Hanzōmon Line have yet to be completed as planned.
(東京地下鉄株式会社 ,Tōkyō Chikatetsu Kabushiki-gaisha?)
Tokyo Metro Co., Ltd. (東京地下鉄株式会社 ,Tōkyō Chikatetsu Kabushiki-gaisha?) is a private company jointly owned by the Japanese government and the Tokyo metropolitan government.
It replaced the Teito Rapid Transit Authority (帝都高速度交通営団 ,Teito Kōsokudo Kōtsū Eidan?), commonly known as Eidan or TRTA, on April 1, 2004. TRTA was administered by the Ministry of Land, Infrastructure and Transport, and jointly funded by the national and metropolitan governments. It was formed in 1941, although its oldest lines date back to 1927.
The other metro operator in Tokyo is the government of Tokyo, through the Tokyo Metropolitan Bureau of Transportation, which operates the Toei system. Metro and Toei trains form completely separate networks. While users of prepaid rail passes can freely interchange between the two networks, regular ticket holders must purchase a second ticket, or a special transfer ticket, to change from a Toei line to a Metro line and vice versa.
Much effort is made to make the system accessible to non-Japanese speaking users:
It replaced the Teito Rapid Transit Authority (帝都高速度交通営団 ,Teito Kōsokudo Kōtsū Eidan?), commonly known as Eidan or TRTA, on April 1, 2004. TRTA was administered by the Ministry of Land, Infrastructure and Transport, and jointly funded by the national and metropolitan governments. It was formed in 1941, although its oldest lines date back to 1927.
The other metro operator in Tokyo is the government of Tokyo, through the Tokyo Metropolitan Bureau of Transportation, which operates the Toei system. Metro and Toei trains form completely separate networks. While users of prepaid rail passes can freely interchange between the two networks, regular ticket holders must purchase a second ticket, or a special transfer ticket, to change from a Toei line to a Metro line and vice versa.
Much effort is made to make the system accessible to non-Japanese speaking users:
Sunday, December 28, 2008
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