No.1259[Last 50 Posts]
2chan japan rail thread, just for fun:
bring something back, bonus points for translating.
It's really quite good.
One of the salmons is smorked, while the other is smoked, Tajibi Gozen looks untranslated or untranslatable, and someone put ice cream in the stew.
– I think it says “Hiroshima Electric Railway” in English on the closest non-driving car.>>1477
– The text on /r/ said ‘JK’ so joshikousei (high school girls) should be a safe assumption.
Mind, I do have a slight advantage in snagging from /r/ as K-Meleon lets me access Giggle Translate in four keypresses.
Keep it SFW, in the sense of what if your boss was standing behind you…
Ah, Newcastle. For those that don't know, the Ant line is to the *left*.
Some ojiisan believed to be smoking?>>1489
You have to admit, the driver was bloody well good at driving to be able to do so with his feet up. ATC means you'll be juggling speed limits.>>1476
The Hiroden Green Mover Max. They replaced the Green Movers which were Combinos that got pulled from service due to structural integrity issues.>>1454
Wasn't this the guy arrested for gluing the train horn flaps shut?
Just realised now the train was an E235.
K'Set Skyliner celebrates its 20 millionth passenger. Counting in 万 is something I'll never get used to.
If I'm reading this correctly, the Tokyo governor wants to reduce train crowding by introducing double decker trains.* And they're going on about how they could do double decker platforms to go with it?!*
*so the slower boarding times of double deckers is nullified
Though there's talk of LRT so they're probably just dreaming in lala land anyway.
The JR215. I maintain that it is a knockoff of the Tangara trains in Sydney. It has all the drawbacks with none of the benefits.
– It was.>>1503
– Still exists, then?
Given the strange things in the EXIF, it's probably a picture going around for quite a while.>>1505
First thing that comes to mind is the Arzens nose.
– Yep, looks like the crossing still exists.
And the Hokusō (not Hokutō) 7000 bowed out in 2007.
To serve the 50 small, to-be-closed stations?
No doubt tempting, but having to swap 99 "D" cells every 8.5km would become very tiring very fast.
What sort of closures are these? Full on branch closures remove the rails ala Beeching axe, or more like discontinuation of some flag stops on the line?
If you have a Japanese font on your machine, you can compare glyphs on the list to names on the various lines, beginning with, f.ex. the https://en.wikipedia.org/wiki/S%C5%8Dya_Main_Line
It was only a few stops till the 1950s though. It initially built as a make work project during the depression.
– I think
I have seen similar pictures from Sakhalin.>>2344
– Wonder if they were planning to reverse the set there and then.
I think I found the clip you mentioned. Tokyu 5003, Not In Service, internal lights out, left half of windscreen mostly smashed in.https://www.youtube.com/watch?v=rAFLndP7rp4
I‘m going to step to the edge and guess that >>2319
is the Kuriyama tunnel which collapsed in part in 1990, leading to single-tracking between Kuriyama and Kurioka rather than trying to repair the tunnel.
Has anybody made a .gif that shows the decline of JR Hokkaido?
The Giggle Translate WOTD:
tetsu-ota (railfan) → iron otter.
– Haven’t seen one yet.
← To the lower left, we see a steamer lumbering off on the zairaisen (the old conventional line(s)), while to the upper right a trainset is holding at a station on the shinkansen (New Trunk Line(s)).
A bit like this, then?https://www.youtube.com/watch?v=WznzgvP9cts
(A little Chinese narrow gauge stemer working on clay hoppers, while a modern bullet train passes above.)
– Something like. Come to think of it… I think a link to this video was once posted on the old 1chan.
I give up, what is it?
– They are, as far as I can tell, the remains of a set of points. My guess is that in the past the platform back loop diverged (or was intended to diverge) further out on the bridge than it does now.
It could be the remains of a derail rather than a full switch.
– Whether the loop was once longer or there was a trap there, the bridge would have had to have be wider to accommodate it.
So I’m wondering, was it ever wider than it is now? I have no idea which line this is, so finding out will not be easy at all – assuming it is even documented on the Web.
– OK, I finally thought of sending the thread through Giggle Translate and hope to get something understandable back.
Now, if I did understand correctly what I got back, this is in fact the new Yamashita station on the Joban line, and the oddity on >>2720
is there for future expansion. Should have figured it out; the timbers looked far too new…
I already have a X CP M19 Its got winter wheels on the back. Need to trade them for some regular wheels as I don't plan to run it in winter.
me but rather have the VW one or make one out of a junked Delorean
– AFAIC, a Jaguar XJ-S loose-top would be cool, too.
Is that for steam heating?
I believe this is the steam engine behind the electric locomotive, look at the position of the steam cloud.
– If I retranslated Giggle Translate’s utterings correctly, the EF58s did have oil-fired steam generators for heating. ETH was a late addition, and only some units got ETH equipment. #61 is not one of these, according to jp.wikipedia.
ION, #61 is mostly retired now. Cracks were found in the frame, and repairs were considered uneconomical. One can probably still spot it running light, but its hauling days are over.
Just a reminder to everyone, please keep all of your images SFW. Just because it's not sexual doesn't mean it's SFW.
Ear plugs… check.
Ear protectors… check.
Music video… check. https://www.youtube.com/watch?v=e4tEC2uMFB4
Submit button… click.
Less than 4 feet! I wonder what the purpose of the bridge is? Animal Crossing?
I was all ready to say "it's clearly a pedestrian path" and then I realized that four feet is stupid low.
Maybe it is, though. Maybe Willy Wonka moved his factory to Japan and this is in the Oompa Loompa's housing district.
Four foot is about average height for Japan, isn't it?
I was going to make a joke about what happens if a vehicle hits it, but the gauge is probably wrong.
Still high enough for the average Jap to go under without crouching.
Anyone sad every time you read one of these?http://dat.2chan.net/r/res/719907.htm
JR West Sanko Line (goes from Sea of Japan side in Totori to the middle of Hiroshima) closing down as of the next timetable revision March 2018http://www.sankei.com/west/news/170825/wst1708250006-n1.html
I love that remark on how Uzui has 0 passengers per day figure so to hell with barrier free! It doesn't get passengers but bloody hell it's a long line that's closing.
Also, ??? Toblerone Kintetsu train makes it to print, among others.
I'm 25 and I would still play with that.
Spotted this ‘anteater’ while looking around.
Oh, and below, for a short while, is a wax-nostalgic thread about the JNR 103 EMU, which was mustered off the Osaka Loop Line on October the third:http://dat.2chan.net/r/res/722658.htmhttps://en.wikipedia.org/wiki/103_series
– For the record, the type is now in its sixth decade of operation. Wonder how many will be running in 2064…
That looks like a fresh idea.
Yes, the https://en.wikipedia.org/wiki/Botchan_Ressha
is something different, isn’t it?
Unless Giggle Translate made a bigger hash of the text than usual, the thread began as a question about an odd device, apparently called a ‘trolley contactor’. It is an insulated switch activated by a passing trolley or pantograph that can then affect nearby signals and/or points.
On old streetcar systems switches were often thrown by drawing power over a special electric circuit before the switch. Generally modern systems use radio control switches but a lot of the unmodernized streetcar systems in Japanese C-cities still use the old method (no electronics, will last forever).
I German cities particular least there's also in use this "switching magnet" system. It's very un-googleable when you don't know the right Anglo-Saxon jargon.
Ilmajohto = catenary
Vaihteenkääntökeskus = point turning cabinet (by the way, there were originally 600 V resistors, but these were not reliable enough for some reason)
Kääntörele = point turning relay
lankasulake = wire fuse
Vaunu = car
vaihteenlämmityskeskus = point heating cabinet
termostaattiohjaus = thermostat control
täysteho = full power
Ajokiskot = tracks
kääntörele = point turning relay
kääntömagneetti koneisto = (point) turning magnet machinery
What sort of system it is, this radio system? Some suitably modulated analog signal or some really secial protocol with encryption and everything?
Apparently some systems use infrared:https://www.telegraph.co.uk/news/worldnews/1575293/Schoolboy-hacks-into-citys-tram-system.html
Though this may be an urban legend.
Someone heard they like rail vehicles, I guess.
– Now that is hitting the shutter release at the right moment.
No the locomotive is on the farthest track but looking at it quickly it does look like it's resting on that… thing
– Well, the ‘thing’ is a departmental MoW vehicle, that much is obvious. In fact, I think it is a KiYa 97 rail transporter.
jp.wikipedia on the KiYa 97: https://ja.wikipedia.org/wiki/JR%E6%9D%B1%E6%B5%B7%E3%82%AD%E3%83%A497%E7%B3%BB%E6%B0%97%E5%8B%95%E8%BB%8A>>5600
– 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!!!!!”