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2chan japan rail thread, just for fun:
bring something back, bonus points for translating.
– The Enshū Railway in Hamamatsu City, Shizuoka Prefecture is retiring their last 30-series EMU at the end of the month, and making a big do out of it.
"Stand up, damned of the Earth
Stand up, prisoners of starvation"?
IIRC rail freight has very little relevance in Japan, for various reasons: there's dense passenger service, small-ish loading gauge, and population density makes rail freight less economical than trucks (not so many large shipments that have to go long ways, etc.)
This is from hearsay tho, maybe someone with more specific knowledge can tell you more.
Some of the most intensive JR freight routes operate through the Seikan Tunnel (and they might get gimped to make way for the moneypit Shinkansen).
Coastal shipping is still common in Japan (it's not a coincidence that so many Japanese factories are located on or near the coast). If you fly into Haneda you'll see that Tokyo Bay is full of barges and little cargo ships.
That is one of four cab modifications done to the 6000 series in Jakarta
all of them retired in 2016
← These are pocket-sized destination blinds one can buy as souvenirs.
Someone’s been stealing the real thing from several JR Hokkaido trains (as if JRH isn’t in enough straits already!) and covering the thefts up with blinds painted on paper.https://www.jrhokkaido.co.jp/CM/Info/press/pdf/20180621_KO_StolenInfomationFilm.pdf
IIUGTC (If I Understood Google Translate Correctly), the thefts were discovered when employees noted that some blinds did not rotate as they should.
This gives my boner a boner.
– It gets weirder still. It seems that Kashima Rinkai worked with another small railco, Hitachinaka Seaside, to hire cosplay maids from Tokyo Akihabara, and both companies ran maid trains.
And the big blink-blinker? I do not know if it did happen, but there were plans to run butler trains as well, with staff from the Swallowtail Butler Café.
Aside: The pic in >>5973
shows Mori-Miyanohara station on the Iiyama line. It is among the snowiest railway stations in the world, and has a 7.85m (25′9″) tall station marker that also marks the deepest snowfall recorded (in 1945-02-12) at the station.
for a better view.
How do you load/empty the dump bed, then? You'd need an auxiliary battery to get out from underneath the wires.
Assuming it's not just a 'shoop.
– Nope, looks to be completely real. Hitachi advertises a mine truck that uses trolley assist to climb out of the mine.
– Trolley assist.https://miningforzambia.com/big-clean-green-machines/
– One mine claims to save eight million litres of diesel per year with trolley assist on the climb-out.
I know Soviets also experimented with trolley-dumptrucks for quarries. Not sure anything of that was used commercially BUT…
They did also invent an entirely
new type of rail vehicle called the traction unit
comprised of electric locomotive section, 1-3 motor-dumpcars and, often, a diesel-generator unit. So this is functionally a railway analog of this electric dump truck, but with also regular dumpcars attached to it. Meanwhile, the motorized dumpcars, when loaded, provide an extra adhesive weight (thus they can carry useful load too AND provide extra traction only when it's needed with the full train climbing back to the surface level).
Very clever and efficient design if you ask me. They are widely used in ex-USSR and I believe also in China.
The first unit on the photo is the electric locomotive unit, the second one is diesel-generator unit (also locomotive unit) and the yellow dumpcar is the motorized dumpcar.
These things have 30 tons of axle load, which, along wityh their unique design, makes them suitable for hauling trains on grades up to 6% (60‰)!
Back to your question, more modern traction units switch to side-located "fishing rod" current collectors as they approach loading area, so the wire is located on the side thus not interfering with loading.
On the photo you see one using the side wire. It is modern NP1 7800 kW traction unit produced by NEVZ in Russia and it does not have a DGU. Ones with diesel-generators often use them, also diesels on them are usually used to move cars between the mining facility and a mainline railway station which usually has different power system.
So, where am I leading it, since the truck on the photo does not have "fishing rods" it must be having an auxiliary diesel-generator too. Really, many parallels with the traction units, I like that. TUs are really cool.
This is one of those instances where you come up with an idea, think it's clever, and only then find out someone else came up with the same thing decades ago.
Engineer a way to economically retrofit standard freight car bogies with tiny little traction motors, just enough to move itself; turn every car in the consist into an EMU run off head-end power. You'd only really use them for starting off, steep grades, and dynamic braking, so maintenance shouldn't be that bad.
I have had such flights of fancy myself, like BEMU (Battery EMU) or DMU freight cars that would give power for starting, shunting/switching or climbing and (for the BEMUs) recover it when braking and (to lesser degree) running level, possible accepting head end or shore power for topping up.
>second page be like>>6041
I thought I was original with the idea of self propelled/assist freight too, but then I found patents about it lol. Take it a step further and tape on some ultracaps so some braking energy can be recovered for the next acceleration. It would also allow for high redundancy so if even all of them fail, the loco and regular brakes could keep the train going.
It could also revolutionise shunting with multiple self assembling trains working at a time. If a consultation job arrives at a reasonable unit cost, it would simply be a matter of selling the practical implementation.
This isn't actually economical at all. There is a solid reason why most freight cars are as mechanically simple and low-maintenance as possible. Imagine this, should they have even simplest traction drive, there will be at least a couple of traction motors and gearboxes, battery, traction converter, some auxiliary schematics, digital controller - all that would amount for the price of the entire car
without it all, trust me. But this isn't even the main problem, even smaller freight operators have THOUSANDS of cars in their stock, and all of this should be maintained, and since we are having traction electrics here, with much more qualified personnel, among other things, like parts etc.
It will be an economical nightmare. Typical electric rolling stock has a lifetime maintenance cost comparable to its original cost. And mind you the original cost will be, like, twice as high too.>>6043
And this will not serve for better redundancy too, in fact this will be a giant chain of points of failure, since at least motors and gearboxes if failed will likely endanger the safety of the entire train because you DO NOT want to have a broken gear or a bearing in a moving train, and with dozens, if not hundreds, of axle-motor assemblies in your train the failure probability will skyrocket, even if you, through great expenses, will manage to maintain it all properly.
Heck, which traction drives are we talking about if even just an electropneumatic brakes is an unaffordable luxury for most freight trains, despite it literally requires just a single wire and a special air distributor? Compared to the proposed it is as simple as a banana.
And traction units use this principle substantially differently mind you. The motor-dumpcars here are part of the traction unit itself, most of the cargo is transported still with normal cars, motor-cars are essentially just boosters instead of useless ballast using (and transporting) actual cargo. And thus they are maintained as, most of the time, inseparable part of the traction unit.
Sorry to ruin it for you guys, but this idea essentially disrupts the whole concept of a modern freight train. Likely far into the future we (or our kids) will see vast maglev networks with relatively short but blazing fast drone trains carrying containerized cargo with their cars sorting themselves autonomously. But first some VERY significant technical advancements shall be made to make this all economically valid. Sure, technically this is more or less possible today but not very practical yet.
Hence why I described my thoughts as flights of fancy. They are dreamworks, after all.
OTOH, there are already a few dedicated freight EMUs, mainly the CarGoTram in Dresden and the M250 “Super Rail Cargo” running between Tokyo and Osaka.
– Keio… I am reminded of a British Rail ad for the Intercity 125, in which this question was asked: “Who’s ever heard of a train jam?”
Keio, Keikyu and Tokyu would no doubt respond with a big, resounding “US!!!!!”
this doesn't help either
– Typhoon Jebi did that; threw that little tanker at the bridge that connects the Kansai International Airport to shore. Right now, there is only the downwind half of the road and a ferry that connect the airport to Osaka.https://en.wikipedia.org/wiki/Typhoon_Jebi_(2018)
Solari signs are extremely reliable, in general they probably last longer than a typical LCD display.
Oh? Yesterday (2018-10-14) was Railway Day in Japan, as it was on that day in 1872 that the first railway began operating.
A few images shot at a railway festival last year:https://www.mactionplanet.com/blog/amazing-train-souvenirs-railway-festival-tokyo