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Thank You 185 Series Edition

Old Thread: >>1582312
>>
>>1620827

https://www.youtube.com/watch?v=6mPYd32R97o
>>
>>1620822
>when it doesn't go to any cities
Is Shin-Hakodate-Hokuto that far from Hakodate?
Sure, opening it without going to Sapporo probably wasn't a great idea, if profitability was a major concern.
JR Hokkaidou still is 100% state-owned, so providing services of general interest should be the top concern for them to this day.
>>
>>1622596
The tunnel was already built, so no reason for not using it and providing a rail link to Hokkaido, both for passengers and cargo.
>>
>>1622596
No idea I'm just a casual
It looks far on the map
According to Google, it's 30 minutes by car from Hakodate (probably the centrum), or 30 minutes by train
>>
>>1622687
>According to Google, it's 30 minutes by car from Hakodate (probably the centrum), or 30 minutes by train
Well, then case closed. Railways' big advantage compared to planes is, that trains go to the city centres.
If you don't utilize that, it's a lost cause.
>>
>>1622694
The airport is actually much closer than the station, if you believe Google. 30-35 minutes by bike, 16-18 minutes by car, from/to the airport.
Google places the city centre right by the sea in some distance from most houses though, so all numbers could perhaps be inaccurate to most people who live there
>>
>>1620827
JR East's Tokyo Branch and JR East Retail Net just announced that they'll sell a two car + replica ticket set made with pure gold to commemorate the retirement of the 185 Series EMU. Hope you got 10 million Yen lying around

https://www.jreast.co.jp/press/2020/tokyo/20210316_t02.pdf

>>1622596
It takes around 20 minutes for the Hakodate Liner to travel between Hakodate and Shin-Hakodate-Hokuto, but you still have to take layover during transfer into account so it'll total around 30 minutes.
>>
File: DenGoCtrl_Veil_1.png (180 KB, 561x467)
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>>1620827
>https://www.zuiki.co.jp/products/zkns-001/
densha de go master controller announced
(゚д゚lll) must import asap
>>
>>1623236

>Chinese company.

No thank you.
>>
>>1623338
Since when is Yokohama in China?
>>
>>1623348

Chinese company in Yokohama.

President: Mr.Wu
>>
>>1622596
The proposal to build a Mini Shinkansen from Shin Hakodate Hokuto to the Hakodate station have already surfaced on local business group table
>>
https://news.yahoo.co.jp/articles/d573548fc4a24973dc29781d8d9f97231dbd0775

Politicians in Saga are dreaming that, if they set the Shinkansen station near Saga airport, or through mountainside, then it would be faraway from the existing Saga station where Special Express users use, and thus it'd be less likely for the Special Express service be replaced by Shinkansen

https://www.saga-s.co.jp/articles/-/646256
The governing party seems to incline toward full spec

https://www.watch.impress.co.jp/docs/news/1312934.html
In another news, all Shinkansen trains will be ending onboard pay phone service soon
>>
>>1623236
>product is called one handle controller
>mock-up clearly shows two handles
Still interested if it works with the PC version of Final.
>>
File: IMG_2449.jpg (407 KB, 1500x1500)
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>>1623419
>shows two handles
no, just like the new arcade I guess
>>
>>1623236
no reason not to get Alan Thomson's one instead
https://alanthomsonsim.com/developer/sewelldaniel/
>>
>>1623565
The left one is the mascon, but what's the one on the right for?
Handlebar?
>>
>>1623389
Aren't Shinkansen and airports a story full of failure?
もへじ had a series of videos on the failure of the Narita Shinkansen, and スーツ also had a video on it just last month.
I highly doubt JR Kyushu would keep Ltd. Express trains running on the narrow gauge just for the sake of Saga.
>>
>>1623579
>Handlebar?
yep
>>
>>1623590
>Shinkansen
Not limited to Japan. A universal experience.
>airports
Here that's more irrelevant, when the station is not even at the airport. You should look at Shin-Fuji, Gifu-Hashima, Higashi-Hiroshima stations, etc. Shinagawa and Shin-Osaka stations are successful for airport connections. It could work for park-and-ride and taxi transfers.
>Narita Shinkansen
It fails as a dedicated airport--city HSR, without materializing as Chuo, 2nd Tokaido, Joutsu Shinkansen (JNR drew at least 2 interconnection concept, not simply Chuo--Narita Shinkansen); and Joban Shinkansen.
When Hokuso Line & Toei Shinjuku Line and Narita Line already exist, they further need an additional purpose to anchor and support themselves from the suburban and rural situation. Similarly Kaihatsu Line-s and regional-commuter shinkansen fell apart with the passenger availability of freight lines.
>>
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Just watched a whole NHK show about the Tsugaru Railway
>>
>>1623827
* Could look to Shin-Omura Station to see if this may work (not to mention its railway factor), and can support 2 airports.
>>
>>1623831
>airports
Solely as a local-regional airport, it will lose out to Nagasaki Airport (For Seasebo Seaside Liner should be better). As an LCC and back-up to Fukuoka Airport, it may lose out to Kita-Kyushu Airport. Kumamoto Airport is going to have a Hohi Main Line branch built.
HSg=RJFS is disadvantageous in terms of being off from the Ariake Sea Coastal Road in construction. It could still work within the Chikugo region for majorly Kurume and Tosu.
Ambitious Kyushu Saga International Airport naming.
>>
File: Autism.jpg (2.32 MB, 5027x2175)
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>>1623565
I'm still pissed that they didn't add the Osaka Loop line as DLC or something
>>
>>1623590
>Aren't Shinkansen and airports a story full of failure?
They don't actually want to connect to the airport or anything, they just want the Shinkansen station to be located *somewhere* outside the original Saga station, and thought that can save the original Limited Express service amid the opening of Shinkansen
>もへじ had a series of videos on the failure of the Narita Shinkansen, and スーツ also had a video on it just last month.
Narita Shinkansen is problen with construction not operational trouble or anything, and it's also different in the sense that such proposed Saga Airport station would not link to Saga City
>I highly doubt JR Kyushu would keep Ltd. Express trains running on the narrow gauge just for the sake of Saga.
That's why I use the word dreaming
>>1623827
>>Shinkansen
>Not limited to Japan. A universal experience.
Meanwhile, China in Guangzhou, Beijing, Chengdu, West Guangzhou, Shenzhen, Shanghai, etcetc are all trying to build new high speed railway stations connecting to their airports
>>airports
>Here that's more irrelevant, when the station is not even at the airport. You should look at Shin-Fuji, Gifu-Hashima, Higashi-Hiroshima stations, etc. Shinagawa and Shin-Osaka stations are successful for airport connections. It could work for park-and-ride and taxi transfers.
Shizuoka have been trting to get a new Shinkansen station rifht under their airport.
>>Narita Shinkansen
>It fails as a dedicated airport--city HSR, without materializing as Chuo, 2nd Tokaido, Joutsu Shinkansen (JNR drew at least 2 interconnection concept, not simply Chuo--Narita Shinkansen); and Joban Shinkansen.
>When (...)
Isn't there now a proposal from Kanagawa and Chiba calling for a Maglev connecting Yokohama, Chiba, Narita airport, Haneda airport, and Shinjuku, Omiya?
>>
https://news.yahoo.co.jp/articles/21365821860a677e8a73a4a5fa4cfdd8b51db1d0
Kumamoto exploring feasibility of airport railway under the assumption that fare will cost 420 Yen
>>
>>1623868
>calling for a Maglev connecting Yokohama, Chiba, Narita airport, Haneda airport, and Shinjuku, Omiya?
Who is the Japanese Stoiber in this context?
https://www.youtube.com/watch?v=lchjVN_K7Fc
>>
>>1623868
>Meanwhile, China
Nothing relatable.
>connecting to their airports
With what? That's the difference.
>high speed railway
Meaningless until you look at the distance, stop spacing, speed profile, etc.
Some of them doesn't seem to be HSR either.
>Shizuoka
What happens to be building an airport over a Shinkansen is remotely comparable.
>a proposal
>calling for a Maglev
Some meme shit should be termed at most an "idea".
>>
>>1623939
>>Meanwhile, China
>Nothing relatable.
>>connecting to their airports
>With what? That's the difference.
>>high speed railway
>Meaningless until you look at the distance, stop spacing, speed profile, etc.
>Some of them doesn't seem to be HSR either.
Many of the airports im the list have planned a hub of multiple high speed rail and shorter distance intercity railway there, although it's really suspicious how many can actually be built given the already existing network length and how some cities have planned more than a dozen high speed rail network in a single city.

>>Shizuoka
>What happens to be building an airport over a Shinkansen is remotely comparable.
What do you mean?
>>a proposal
>>calling for a Maglev
>Some meme shit should be termed at most an "idea".
Maglev is underconstruction in Japan
>>
>>1623577
Honestly, that looks like shit
>>
>>1624043
>Maglev is under
Which is inter-regional. This is an old wild idea that's regional. Little cost-effectiveness. Not gonna work.
>>
>>1623590
>もへじ
Didn't like his vids. Now questionable copyright accusations https://twitter.com/FanTaiyo/status/1372581234149187585
>>
>>1624459
>Didn't like his vids.
I don't like Moheji's usual focus on roads rather than railway, but the videos and the script are generally rather interesting.
>Now questionable copyright accusations
He absolutely has to be more careful with shit like that - even more so, since he makes ad money off his videos,

By the way, did anyone else catch Suits' TV appearance earlier today, that was foiled by an untimely earthquake?
>>
>>1624431
I think the idea is similar to GTX in Korea which is a copy of Crossrail in UK.
>>
>>1624490
>don't like Moheji's usual focus on roads
I'm in the opposite. Originally looked at how he presents on road topics, yet feels lacking in quality and depth.
>>
>>1624495
>the idea
I re-read it. There are some very loose mention of relationship with Chuo Shinkansen as a new Shinkansen network. Even then, only extending Chuo Shinkansen eastward would a feasible maglev option, without considering the detour via Chiba Station. Others for instance would already not be cheaper than extending the conventional Joetsu Shinkansen southward via Shinjuku Station, while not being through service.
>similar to GTX
Then there should be no talk of maglev. The incompatability and high-speed make it self-defeating. It's not supported, in favor of a combination of lines, viz City Center Direct LIne, Haneda Airport Access Line, Kama-Kama Line, Tokaido Freight Line passenger conversion, Kawasaki Approach LIne, etc.
>a copy of Crossrail
Similarly, HS2 Heathrow Airport link is abandoned, when transferring at Old Oaks Common Station is viable; and KTX Incheon Airport service is withdrawn.
>>
>>1624518
The initial proposal of a mgalev between Haneda and Narita was from year 1990 still in the bubble economy era, it's no wonder they have proposed Maglev.
The Kanagawa governor who brought it up in 2009 mentioned Shinkansen might also do, but he still claim that, 東京都の調査によれば、都内の外国人旅行者の移動手段として、電車・地下鉄による場合が最も多く、鉄道が重要な手段である。日本の最高技術を結集したリニアモーターカーを代表とする超高速鉄道が整備されれば、海外からの注目度は高くなり、 それを利用する目的の観光客増加にも大きな期待がもてる。, which essentially say building it as Maglev would attract foreign tourists
It should also be noted that, when Chiba and Kanagawa governor brought the idea back in 2009, while they still nominally focus on enhancing the operation and access of the two airports in Tokyo, the key part of their proposal should be those fragments that have nothing to do with airports. For example,
>これまでの首都圏の都市構造は(…)放射状に展開されてきた。今後、少子高齢化や国際化の時代を迎えることを考えると、リニアと既存鉄道ネットワークの連携により、移動抵抗(重たい荷物を持っての乗り換えなど)の低減や移動時間の短縮により、周辺都市の神奈川、埼玉、千葉の各都市間の移動が容易となり、都市間の連携が強化され、さらには均衡ある発展が期待できる。
>さらには、計画中のリニア中央新幹線や既存の新幹線ネットワークとの連携により、両空港や業務核都市から日本各地へのよりスピーディーな移動が可能となり、空と陸が連携した新たな超高速交通体系の構築により、首都圏、中部圏、関西圏等、他の都市圏との連携強化ということも期 待できる。
>>
>>1624571
>>1624518
In other words this rail will connect surrounding cities, aka Yokohama, Chiba City, and Omiya together, and also with through connection to existing high speed rail network, be it maglev or conventional shinkansen, it will connect Chiba City and Yokohama City directly to other major cities across the nation.
And another factor I think they were still mentioning linear Maglev was because it was part of their election campaign so of course they'll pick something most eyegrabbing to say
>>
>>1624518
>City Center Direct LIne, Haneda Airport Access Line, Kama-Kama Line, Tokaido Freight Line passenger conversion, Kawasaki Approach LIne, etc.
As have been mentioned in the proposal, intended target of all these lines are Tokyo city cebter. Surely that's also where the main demands are, but the Narita Haneda Maglev proposal is a proposal from Kanagawa and Chiba with Yokohama and Chiba City in mind, hence all these existing proposals wouldn't really benefit them.
>HS2 Heathrow Airport link is abandoned, when transferring at Old Oaks Common Station is viable; and KTX Incheon Airport service is withdrawn.
Incheon airport and Heathrow airport's proposed/tried airport link are mainly trying to serve out of region passengers heading into the airpprt directly, which is nit that much. Meanwhile the link will, other than cobnecting Chiba City and Yokohama together, it will also bring the two cities and the bayside part of Tokyo city towards the two airports, and it's the main point of the proposal. It will also bring passengers from the national high speed rail network to the two airports but it isn't what the proposal would mainly do. Another main function is to cobbect transfer passengers between the two airports, which is something not teied by other major airports around the world, as for example New York have separated its major airports mainly along the line of airlines alliance, and London airports outside LHR are mostly serving luxury or inter-city routes with minimal needs of connection. Very few cities have their different airports separated by function like what Tokyo is doing and frequently require inter-airport connection, maybe Shanghai and Dubai are also in the same league but they're also considering solutions. By building a new exclusive rail line between the two airports, it can also like Airport APM offer a dedicated cabin in the train for connecting passengers simplifying the inter-airport transfer process
>>
>>1624085
>looks
pleb filtered

>"Hand made and hand crafted"
>"The unit is modelled on real life controls with special attention given to the feel of the handles as well has the notches and resistance that the controller provides on throttle and brake steps."

>"This isn’t a massed produced item, made in the far east. Each unit is individually hand crafted and hand finished to ensure quality, reliability and the most realistic experience possible."

Yes, i'm shilling because i hate people who only buy Chinese low quality toys and then complain that nobody bothers with quality anymore. >>1623338 >>1623366
>>
>>1624862

It's a personal opinion about credit, not quality.
>>
>>1624862

https://en.wikipedia.org/wiki/National_Intelligence_Law
>>
>>1624571
>海外からの注目度は高くなり、 それを利用する目的の観光客増加にも大きな期待がもてる
Tourists need something that's cheap and convenient too. You can't give out passes as widely as other Shinkansen, with spare capacity available on lower class trains, and loans paid back already On a minor note, building it underground loses the view and scenery. The attractiveness of gadgetbahns is overexaggerated.
>リニアと既存鉄道ネットワークの連携
>移動抵抗(重たい荷物を持っての乗り換えなど)の低減や移動時間の短縮
Building it Deep Underground and requiring transfers works against this. High line speed increases headway, and there can't be many stops.
>part of their election campaign so of course they'll pick something most eyegrabbing
Prefectural and national taxpayers aren't going to be happy with subsidizing tourists and foreigners with a vanity project.

>>1624587
>intended target of all these lines are Tokyo city
>hence all these existing proposals wouldn't really benefit them
Yokohama gets Tokaido Freight Line, not to mention the original Haneda Access Line preceeding Kanagawa Eastern Line that fell apart. Chiba has Sobu--Keiyo--Rinkai Line. Saitama has Saikyo, Shonan-Shinuku, Ueno-Tokyo lines through service.
>airports separated by function like what Tokyo is doing
Hnd has already re-internationalized largely. Nrt has oriented itself for LCC and long-haul. Both are expanding.
>frequently require inter-airport connection
This will only capture more business travelers than leisure travelers. They combined are much less important than the residents and workers that needs to be served regularly and efficiently.
>>
>>1625096
>Tourist attractiveness
They're probably looking at Shanghai airport's example, and Incheon airport probably constructed their maglev out of same reason
>Deep underground connection convenience
It deoends on what other facilities you're also installing. If you place New York IFC level elevator system into the station then it will be easier.
>Prefectural and national taxpayers
But those candidates proposing such railway won the local election back then.
Nationwide, the argument is that the lack of convenience of transfer at Japan have caused aorlines to move to using other hubs in the region instead. In reality it have indeed caused many Japanese local city passengers to connect via Incheon instead of Tokyo or Osaka.
>Passengerification of Tokaido Freight Line
That proposed project requires construction of 15km long new line, and is exoected to cost 550 Billion Yen. While it's cheaper than the 1-3 Billion Yen exoected for Narita-Haneda-Yokohama Maglev, it's not by much.
It will also not be able to connect directly into Haneda airport, Chiba, or Narita airport.
>Others
Again, the real significance of such proposal is Yokohama-Chiba, and Yokohama/Chiba-Shinkansen-rest of Japan, and then Saitama-Yokohama/Chiba. While there are also the like of Shonan Shinjuku line or Ueno Tokyo line, (which I don't think were in service when the proposal received renewed call) those aren't high speed line and could take over an hour to connect between these secondary cities.
>Habeda Narita
It is the reinternationaliation of Haneda that exaggerated the problem. It's still impossible for the two alliance to move all their flights over and thus even international-international transfer could require a change in airport.
>This will only capture ...
The importance of capturing transfer traffic is that it can aggregate demand from elsewhe to launch air routes to smaller cities around the globe and enhance the city/country's connectivity. Like Tokyo-Calgary
>>
>>1625181
>Shanghai airport's example
A poor one
>Incheon airport
That's a short lower-speed people-mover.
>elevator system
Easily get overwhelmed. Transferring is further more time-sensitive than accessing a station.
>proposing such railway won the local election back then
There's little casual relationship from a single call in the manifesto (if it's even written, let alone pledged), winning an election, and then actually trying to table it.
>will also not be able to connect directly into Haneda airport
That's subject to re-design with what came after it.
>Chiba, or Narita airport.
Sobu-Keiyo-Rinkai Line will be fast enough.
The completion of Ken-O Motorway will make routing via Tokyo Bay Aqua Line viable. Some newer policy research surveys indicate adding a conventional steel-on-steel railway in case of building the 3rd is more popular. In history, a monorail was considered. To match the vertical alignment of the road sharing the tunnel, a maglev may be more feasible.
>those aren't high speed line
Building a separate new high-speed line competes with the existing Shinkansen serving as the fast service.
>could take over an hour
That's more about timetabling, when you consider NEx. Both Sobu Rapid Line and Yokosuka Line are overcrowded, via the critical Hebekibo Jcn. There's also the coupling & decoupling. Looking at Nartia Express 2 then 6 at a glance, 1hr later in the rush hour already produces a 15min difference, falling out off 1hr. During mid-day it can definitely be faster.
>reinternationaliation of Haneda that exaggerated the problem
Expanding and reorganizing is more than sufficient to handle.
>aggregate demand from elsewhe to launch air routes to smaller cities
Regional airports want more international point-to-point routes at the same time. The industry will want to fly long & thin routes outside hubs.
>>
>>1625096
Actually, the reason why they propose a deep underground system and then claim reduced transfer time could be because their aim is squarely on trying to get Yokohama and Chiba City linked onto the route of Linear Chuo Shinkansen.
With the stated goal of improving connection of Capital Area Peripheral Cities, if a station is added along the lines at Shinagawa, it can allow Shinagawa-Yokohama and Shinagawa-Chiba City within ten minutes. And because both this line's platform and Linear Chuo Shinkansen’s platform are deep underground, the transfer will be minimal, or it might even be possible for through service.
And the rest of the line linking up to Saitama/Omiya would allow a quick connection from Chiba City/Yokohama to Joetsu/Hokuriku/Tohoku/Hokkaido Shinkansen. It could essentially follow the right of way reserved for Shinjuku Shinkansen.
Of course, it'd also connect Narita and Haneda airport, but they're less important than connecting Yokohama and Chiba City to the National Shinkansen Network.
(Of course, Yokohama have Shin-Yokohama, but Shin-Yokohama doesn't have Chuo Shinkansen or JR East's series of Shinkansen lines, it's still faster to travel from most part of Yokohama through conventional lines to Shinagawa/Tokyo station for those, and there are time that can be saved)
>>
>>1626331
>Chiba
Chiba Station is awkward in position. Within Chiba City, Inage Station is the closest, and can have Line 2 branch out close by. Makuhari Station would tap into Makuhari Shin-toshin, where there are some informal concepts for a "LRT" = tram, on top of the "BRT" = articulated bus service without priority busway now.. Chiba Monorail had plans and stubs reserved for extension to both to form a complete city-wide network with the coastal-belt.
>Yokohama
It looks somewhat uncoordinated, when Shin-Yokohama Station is intended to be a new city center for the entire municipality. They envisioned Saitama Shin-toshin Station, not Omiya Station to be a terminus. The main line is put as via Rinkai Fukutoshin, seemingly not for direct Yokohama -- Shinagawa Station.
If you interpret them strictly, it looks even Shinagawa Station is bypassed. At that time, Chuo Shinkansen should have already been decided there, not Shinjuku Station.
Extending Yokohama Line southward together with Takashima Line as part of the Tokaido Freight Line (the Umi-Kanagawa Freight Station branch line in history; Minato-Mirai Line interconnection abandoned by JNR latter) would further improve access with Shin-Yokohama Station, and the entire region (considering Keihin-Touhoku -- Yokohama Lines-s through service frequency and Negishi Line inter-lining).
>possible for through service
The biggest problem here is only Chiba Prefecture presents a natural potential for Chuo Shinkansen to extend eastward. without swtichback, You are committing to build 2 dead-ends on a separate system. While they may be big enough themselves, this is a major risk to justify on their own,.
>>
>>1626491
I am thinking of something like this
https://railway.chi-zu.net/150933.html
>>
It's another episode of Shizukoka governor criticizing JR Central
https://headlines.yahoo.co.jp/hl?a=20210324-00000018-mai-soci
JR Central suggested on Monday that it'd take 10-20 years to return all waters back to Shizuoka.
In response to it, Shizuoka governor claim it is unrealistic and will annoy Yamanashi. He then further claim that even during the.period of construction all water must be returned to Shizhoka. And he claim JR Central should give up the work if it is difficult.
He also claim that the amount of water is just the first round. There are 47 items which the prefecture require JR Central to answer to, including the quality of water, the ecosystem, and such.

https://headlines.yahoo.co.jp/hl?a=20210324-00050118-yom-pol
The governor also criticized the national expert and national government railway department head in the national forum which discuss the matter, claiming the two often stand on the same line as JR Central. He claim the expert lack neutrality, and suggest that the expert should be replaced.
>>
https://headlines.yahoo.co.jp/article?a=20210325-00081514-gendaibiz-pol
> 外環道を施工する東日本高速道路(NEXCO東日本)の有識者会議(小泉淳委員長)は、3月19日、事故原因が「穴」の下を直径16メートルのシールドマシンで掘削したことが原因であるとする最終報告書を公表したうえで、2年程度をかけて地盤を補修する方針を明らかにした。
The hole created by road tunnel boring in Tokyo will take two years to fix
The author used this to argue that new road project and new high speed rail should be cancelled, they think with telemeeting being popularized by coronavirus, people will no.longer need to travel quickly, and that the society should stop trying to grow in order to meet the goal of carbon neutral
>>
>>1626537
Very funny junction there.
You might as well align to add a Narutou Station stop. This needs to consider Nrt T4 expansion, which the station spacing looks too short compared to platform length.
>>
>>1627687
*+
Referring to actual layout of Shinagawa Station, your bends already encroached into the station box / platforms. Another obvious problem is through service between other branches can't stop at Shinagawa Station, reducing frequency.
Besides, another one of my thought was building more Shinkansen will free up slots from traditional (not accounting for any effects from LCC on modal split) domestic capacity for including international flights according to market share. >>1627473
>>
>>1627687
Actually, since it'll be using tunnel boring machine anyway, it might just as well tunnel from Urayasu directly toward Chiba City under the sea, the cost isn't going to differ a lot and it can reduce the curvature between Chiba City and Narita
>>
>>1627693
*+
Although aviation has less carbon emission and air pollution among overall proportion (not considering noise), there's further future competition from autonomous road vehicles (everything from driving personal car, taxi, to bus).
Freight sharing on passenger Shinkansen will have some effect on aviation cargo.
>>
>>1627695
1. I don't assume there's any tunneling specialist here, but undersea (seabed) tunneling should still be more difficult
2. You may share the tunnel with other roads (viz Second Wagan Road; eg ) and utilities (mentioned side benefit).
>>
>>1627698
*+ eg Core City Regional Trunk Road; Kan-etsu Motorway eastward extension, High-speed Nerima Route, City Center -- Shinjuku Route (low possibly)
>>
>>1627699
*+ Tama--Shinjuku Route as well
>>
anyone have sauce for that Japanese train that makes music with its traction motors?
>>
>>1627761
You mean the VVVF inverters?
>>
>>1627693
>encroached into the station
It's underground on separate level so it wouldn't matter that much
But it can be further fine-tuned
>Through service cannot stop at Shinagawa
If I am ti decide how to build it, I would maje the line go directly toward Shinagawa station after Haneda, but it was not how the proposal looked like
> Reducing frequency
I guess, 1 train / branch / 10 minutes, a total of 18 trains / hour with 6 trains each direction isn't too bad?
> Building more Shinkansen will free up slots
There aren't that many service left along the Linear Shinkansen corridor, it won't enable much addition, and even if it do, considering the Haneda slot application by US airlines, it would went to the like of Las Vegas, Hawaii, or Guam, which wouldn't change much of the game.
>>1627696
>Although aviation has less carbon emission and air pollution among overall proportion (not considering noise),
??????
>>1627698
>1. I don't assume there's any tunneling specialist here, but undersea (seabed) tunneling should still be more difficult
Tunnel boring machine would be boring under the seabed instead of on the seabed
>2. You may share the tunnel with other roads (viz Second Wagan Road; eg ) and utilities (mentioned side benefit).
Depends on what sort of trains you're using, the one used by Chuo Shinkansrn is already the maximum diameter possible with current technology iirc
>>
>>1627818
>along the Linear Shinkansen corridor
Nationally. Also includes connecting through Chuo Shinkansen.
Even for Kanto--Kansai, there's still ~15% aviation market share.
(Of course, technically this assumes ceteris paribus no significant overall passenger number growth; but it has been the case for domestic passengers for some years now)
>how the proposal looked like
It can't be forced to connect through Shinagawa Station then...
>under the seabed
It's supposed to mean "under-sea (seabed)".
>maximum diameter
The access points, ventilation, and other tunnel utilities can be shared across tubes.
>>
>>1627761
This?
https://www.youtube.com/watch?v=GKcJl6sP3B8
>>
https://www.jreast.co.jp/niigata/maxlastrun/index.html
Joetsu Shinkansen E4 Max final service date set to be Fall this year, memorial webpage created
>>
https://www.youtube.com/watch?v=CV2yJGqIZM0

https://www.youtube.com/watch?v=YPekJCFxxWQ

https://www.youtube.com/watch?v=XI9I-8rSMiw
>>
https://newswitch.jp/p/22883
JR Central is trying to push for as much ticketless as possible with the Linear Shinkansen, not just to save on service fee or handling cost through other JR, but also to depart from the conventional JR fare scale which feature decreasing cost according to distance

https://news.yahoo.co.jp/articles/07f50bdce92214f14482a113fad21bac7e66542e
JR Central is increaaing investment onto facilities to record level, which include increased investment on Linear Shinkansen but delayed N700S introduction

https://news.yahoo.co.jp/articles/4442abc1b92bd6b9935fbb065fda4545610b5052
In Niigata, buses are also trying to do mixed service with freight

https://news.yahoo.co.jp/articles/d35cb1f192d07bfa2365842ce417535e272c9cd8
Work on linear shinkansen station in Kanagawa have caused disruption in form of vibration and noise to surrounding residents, and the pending tunnel boring work is also leaving some residents unassured
>>
>>1628972
>https://newswitch.jp/p/22883
>2020
>>
https://namu.wiki/w/%EC%98%88%EB%B9%84%ED%83%80%EB%8B%B9%EC%84%B1%EC%A1%B0%EC%82%AC
Should Japan copy Korea's use of AHP analysis when deciding which lines should be built?
>>
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If Tobu really finished this.line before the war then Tokyo's cityscape and topography will look a lot different than now
>>
>>1629742
>Should Japan copy
How do you know what they are using?
>Korea
Nah?,,,, What's Korea about this.
>AHP analysis
Is this /sci/ or something? There's a fuckton of those methods. How do you know which is better for what case.
>>
>>1629846
But that area is only industrializing at that time. This risks getting nationalized as a freight line.
>>
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>>1629950
Well, of course, as JNR did constructed Etchujima freight line after the war
And Tobu intended to build it as a freight line to serve the industrializing area in the first place.
But if it got connected to Shimbashi, then ike Yamanote line, chances are it'll also be used for passenger transportation despite initially constructed mainly with freight in mind
If this materialized then yes it's likely to be nationalized, and the part from Kitasenju to Shimbashi could join Yamanote Line and Joban line Kitasenju to Tabata section to form a bigger loop line around Tokyo downtown
>>
Google improved their japanese translation, and its way more understandable. Of course its still buggy but at least we can make sense of what they're talking now.
>>
>>1629979
>Kitasenju
For routing freight trains, Kita-Senju Station was only important in the absence of Shinkin Line, and then Musashino Line.
>to Shimbashi
This can't really circulate directly between Shinbashi-Shiodome Station and Oosaki Station Although Yamanote Freight Line's Shinagawa -- Oosaki Station-s arc is also underused from the bottleneck on the main section, you can't provide additional Shinbashi-Shiodome -- Shinagawa Station-s capacity to make this happen. If you route along the coastal Shibaura Line southward extension and build a westward connection with Shinagawa Station, it won't be much superior to Rinkai Line. Of course, this may prove a more direct Shinagawa Station -- Rinkai Fukutoshin access (instead of via Oosaki or Ooimachi Station-s), but Yurikamome would be in jeopardy.
Later on, this will be less direct than Sobu-Yokosuka Line along the west for Shinbashi Station; and Etchujima -- Shibaura Freight Station-s links via Tsukushima (overlapping with Oedo Line yet not missing an interchange), Harumi, or Fukugawa-Toyosu Line-s branching on the east.
>join Yamanote Line
Yamanote Freight Line main section between Ikebukuro and Oosaki Station-swill need to be six-tracked to three double-track.
>Joban line Kitasenju to Tabata section to form a bigger loop line
That would require a chord line to run through, resulting in a far away platform. There's not enough space inland from the riverbank for a bend that doesn't turn too tightly (cf Osaka-Higashi Line Minami-Suita Station) and take up an entire block of land. It would severe Tobu Isesaki Line from Tobu Sky Tree Line. There's no additional capacity on this corridor either.
Only Tobu Kameido Line is really necessary. To Tobu's advantage, this removes the overlap with Hanzoumon Line. A short Hikifune -- Sumida-gawa Freight -- Minami-Senju Sta-s link with the spare Sumida-gawa Freight Line -- Mikawashima Sta -- Tabata Freight LIne can then be built, without interfering with Joban Rapid Line.
>>
https://yenpress.com/9781975319519/yokohama-station-sf/
The Yokohama Station SF novel is now in.English
>>
>>1630236
It does seem very good these days especially for things like wikipedia and news articles. I've also been using the deepl.com translator occasionally.
>>
>>1630320
What I mean is, replacing the existing service known as Yamanote line with this bigger loop
>>
>>1631350
You said nothing on the east-side service. Yamanote Line connecting the 2 N--S axis is not replaced here.
>>
>>1631772
Tohoku Main Line, Joban Line, Utsunomiya Line will continue to serve the segment
Like without Yamanote line using Ueno to Tokyo track then the quadrupled track between Ueno and Tokyo can already function as Ueno Tokyo Line
>>
>>1631983
1. Good luck telling everyone they must transfer at least once (even if cross-platform, where platform capacity is still a constraint) between the west, and east or north.
2. Before considering what trains make all stops, you already create more bottlenecks at crossovers by route conflicts plus switching time from train changing tracks for any reasons.
3. Like think about why Keihin-Touhoku Line makes all stop during rush hour. The east side does seem to need 2 local lines.
>>
>>1632072
>1. Good luck telling everyone they must transfer at least once (even if cross-platform, where platform capacity is still a constraint) between the west, and east or north.
The idea was to build it before WWII. Back then there wouldn't even exists direct rail connection
>3. Like think about why Keihin-Touhoku Line makes all stop during rush hour. The east side does seem to need 2 local lines.
I mean the city development and commuting demand could be changed accordingly if the loop line serve that part of city instead
>>
>>1632083
>wouldn't even exists
There was, before WWI, C-shaped between Ueno Station and Shinbashi Station (Karasumori Station).
>changed accordingly
Even if pre-existing development scales are maintained, you would still want to separate city (Yamanote Line) and suburb (Keihin-Touhouku Line) service. I considered Joban Local Line -- Hinkaku Line, but this obviously doesn't work with Shounan-Shinjuku Line and separated Yokosuka Line.
>>
>>1630320
>Yamanote Freight Line main section between Ikebukuro and Oosaki Station-swill need to be six-tracked to three double-track.
How? I don't see the space for it, unless you plan to build it as a viaduct.
>>
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BB BASE

It's all the shit you channers love in one place
>>
>>1632438
>space for it
The original proposer is making a few alternative historic assumptions.
>build it as a viaduct
May actually be more difficult than tunneling, with so many underbridge of road overpassing the railway in cutting within Yamanote's Musashino Plateau terrain.
>>
>>1632792
* The Development Line-s concept that followed the Commuting 5 Direction Strategy (in which the Touhoku and Toukaido Kaihatsu Line-s are in turn realized by Shounan-Shinjuku Line using freight lines, among others) envisioned an underground track along Yamanote before Yamanote Freight Line is converted to passenger operation.
>>
>>1632800
*+ At that time, Yamanote Freight Line was assumed to be used by Jouban Kaihatsu Line (now Tsukuba Express as the Second/New Jouban Line). Touhoku-Toukaido Kaitsu Line was to be aligned along Fukutoshin Line (Tokyo Line 13); related to this, more recently there was a Takenotsuka--Ouji--Ikebukuro station-s New Line idea.
Separately, there was a Itadabashi -- Shinagawa Station Yamanote metro line concept below Yamanote-dori (Kan-6), parallel to Fukutoshin Line, aimed at extending Fukutoshin Line southward to Haneda Airport.
>>
https://headlines.yahoo.co.jp/hl?a=20210329-00000027-rps-soci
Hokkaido Shinkansen tunnel collapsed in the tunnel boring process
>>
https://newswitch.jp/p/26571
With Hokkaido extension in mind, JR East want their next Shinkansen train to be able to deal with snow and cold, with minimum operational temperature down to -30°C
https://newswitch.jp/p/12853
JR West will just adopt N700S for their next train series instead of developing their own 500 series successor

https://www.hokkaido-np.co.jp/article/525833
Hokkaido Shinkansem: 8/15 governors in region along the conventional line hope the decision on their future can be made by FY2023 and 2 hope FY2024.
Some local governors have expressed their stance on the issue, notably Nanae governor think future of Nagamanbu to Hakodate section of the Hakodate main line should also be reviewed with bus conversion in mind for more convenient public transport, with Nagamanbu governor also commenting that as parallel convention line is difficult to cover the cost in operation, passenger operation should be abandoned and they have already secured buses and Shinkansen as alternative transportation
On the other hand, Niseko mayor urge the entire line to be keep open for the convenience of local residents as well as tourists, and Yoichi mayor also favor the continued existence of railroad due to strong demand from residents.
10 other governors say they cannot determine whether they would support their continued existence of railroad due to e.g. lack of data. Among those, Yakumo commented they won't be able to pay for excessive financial burden of keeping the parallel line operation, with Hakodate mayor commented on the hope of keeping Hakodate to Shin Hakodate Hokuto
Nagamanbu, Niseko, and Rankoshi governor have also commented the infrastructure should be keep and maintained by Hokkaido/National government while the train operation can be provided by third sector company.
https://www.hokkaido-np.co.jp/sp/article/527292?rct=n_bullettrain
Meanwhile there are some in the area campaigning for the Asahikawa extension of Hokkaido Shinkansen
>>
>>1633484
>https://newswitch.jp/p/12853
>JR West will just adopt N700S for their next train series instead of developing their own 500 series successor

I mean that part is kind of obvious since JR West already mentioned buying 2 N700S sets last fiscal year, but the more interesting thing from that article is that they will be considering 4-car sets along with 8-car sets for operating within the Sanyo Shinkansen. That is somewhat telling since even they probably believe 8-car sets might be too much in terms of capacity for certain services
>>
>>1627473
>they think with telemeeting being popularized by coronavirus, people will no.longer need to travel quickly
Fucking delusional
>>
Is there any new technology or interesting techniques being used in Japan or are all the announcements just x econobox rolling stock is now serving y city
>>
>>1633887
Quite a few companies are testing wireless signalling (virtual block CBTC). on rural lines.
>>
>>1633899
*+ Some use public cellular network and GNSS (including GPS plus QZSS Michibiki)
>>
>>1633484
>Nagamanbu
長万部 is Oshamambe.
>governor
町長 is town mayor.
At the very least I think the Hakodate-Oshamambe will be kept for freight services, and I can see passenger service remaining between Hakodate and Mori since a) there's no shinkansen stop in Mori, b) there's probably a decent number of commuters from Mori to Hakodate, and c) Onuma Park is a tourist attraction. Not sure about the Oshamambe-Otaru (山線) portion though. It has been used as a bypass route for the Muroran Main Line when Mt. Usu erupted, but JRH probably rather see it gone give the state of their finances. It's possible Yoichi-Otaru or Kutchan-Otaru line is spun off as a third sector company since the northern part sees more passenger traffic, but I doubt that the entire line will be kept.
>>
>>1633902
>public cellular network
How do they get a guaranteed QoS on those? Sounds like a nightmare.
Why would you not build a GSM-R network of your own for that?
>>
>>1634001
>Translations
ah right
>Hakodate to Oshamambe
Things is, the section is losing 5.7 billion Yen each year excluding ltd.exp. trains, as of FY2018, and with local townships bearing 20% costs like the existing South Hokkaido 3sector, each of the towns will easily need to pay more than 100 Million Yen per year to keep the line for passenger traffic, although there will still be unknown amount of JR Freight payout.
Mayor of "certain town in South Hokkaido with no Shinkansen station" claim that while they want to keep the line if the "national government bear the burden, it will be impossible if localities need to bear the burden" and call the Shinkansen extension bullying small localities
https://www.hokkaido-np.co.jp/sp/article/528552
https://www.hokkaido-np.co.jp/sp/article/528355

>A decent number of commuters from Mori to Hakodate
https://tabiris.com/archives/hakodatesenheiko2/
We are talking about 290 daily passengers on average, and 67 passengers on some particular weekdays, according to research done in FY2018, excluding limited express trains

>Onuma Park
I don't think the number is significant enough to change the financial side
>>
>>1634001
>>1634147
>Oshamambe to Otaru as a bypass route
It will entirely depends on national government and JR Freight stance, also the viability of using that line as bypass route for regular freight trains, which JR Freight haven't said much on it.
>Yoichi - Otaru
Would a LRT conversion be possible?
Yoichi actually want JR Hokkaido to continue operating the section since creating a new train company just to run service for three stations isn't exactly economical
>Kutchan - Otaru
Unlikely as JR would want all the passengers on Shinkansen instead
From what I read Kutchan itself doesn't really care so much abojt the parallel conventional line, but they have reserved their stance to avoid being at odd with other nearby localities, and since they have already released their plan on how to redevelop the area near station both with and without conventional line services (mainly parkings and drop off area), they are more concerned about the speed of making the decision than the result of decision so that they can carry on with the preparation work
>Remaining sections
https://www.hokkaido-np.co.jp/sp/article/529800?rct=n_bullettrain
Thing with Niseko is that they probably want to keep the train connection to feed residents and passengers to Kutchan station for Shinkansen and also for railway connection to Chitose Airport, both for residents in the town and tourists, and also for the businesses in the area since if Niseko have no train stations then tourists will likely simply take the bus from resort to the Kutchan station for Tokyo/Sapporo/other cities or take a direct bus from the resorts to the airport without changing at the town, but it make absolutely zero financial sense to keep only the Kutchan-Niseko/Rankoshi section separated from other train lines, hence they would favor keeping the entire line.
>>
>Saionji joking on stream about being 49 years old

If I had to guess: 29.
Only going by voice, I'd have guessed 19.
>>
>Cases going up again after the pathetic anti Covid measures
Like clockwork
>>
>>1634132
It's focus on cost cutting, building your own network will cost much money
And lines that adopting it are mostly rural, hence unlikely to have too much users interfering with it
I would assume the train is not going to get a go if network latency turned worse
>>1634189
More like, after lifting those measures
>>
>>1634185
Correction: That was Nazo no Channel-san, not Saionji.
>>
>>1623577
havent played a sim since msts and i was considering buying this but sold out ;_;
>>
>>1634344
actually thats not true I play BVE occasionally
>>
>>1634261
>It's focusing on cost cutting, building your own network will cost much money
It's a lot cheaper than you'd expect it to, if you only try to cover individual lines.
>And lines that adopting it are mostly rural, hence unlikely to have too much users interfering with it
Rural lines are often ridden by 圏外. At least here in Europe.
>I would assume the train is not going to get a go if network latency turned worse
Well, obviously. It's not a safety problem, it's an operational problem.
>>
>>1634132
Dual use is going to benefit both the railway and cellular provider. Makes sense to improve as well as maintain the small market size rural physical and virtual connectivity at the same time.
>>
>>1634473
A railway company could invest, cooperate, or contract with the ISP. This removes the need for in house wireless networking base station maintenance technician and ownership.
>>
>>1634156
>viability of using that line as bypass
Gonna make do with what's available at emergency though.
>LRT conversion
Not economical either. Too short and too far away that direct same-trainset through service is better. Hakodate Main Line is too high capacity to be compatible with tram-train or LRT.
>want all the passengers on Shinkansen
Shin-Otaru Station is isolated and same distance away. It's not totally platable.
>keep the train connection to feed residents and passengers to Kutchan station
A bus feeder is going to be more direct for the last-mile.
>railway connection to Chitose Airport
Too slow to be relevant. Transferring with Shinkansen is faster.
>tourists will likely simply take the bus from resort to the Kutchan station
Assuming it's kept, will they not to take a bus from Kutchan Station directly anyway? They aren't going to stray away from eg Niseko Station very far out, even if using.
>>
>>1634473
Exactly how much is LTE-R different from LTE? Other than needing its own base infrastructure
>coverage area
I guess that's something the varriers can provide coverage and will obviously cheaper than train companies do it, while also benefiting passengers
>Operational
Well for now it seems to be focused on level crossing control
>>1634615
>Emergency
Doesn't mean you have to pay for and maintain such alternative when one can instead e.g. pay for and maintain a fleet of trucks and ships instead
>Shin-Otaru
Doesn't matter. Aomori to Hakodate need two transfers via Shinkansen and all conventional train services are still dropped
>>
>>1634623
>pay for and maintain a fleet of trucks
That's up to customers. They are already progressing E5A Hokkaido Oudan Motorway.
>ships
Then it's more profitable normally, more convenient in emergency to be at Tomakomai for Hachinohe and Aomori. They don't work for regional passenger travel.
Railway may also be better for automation and passenger-freight sharing than bus. The last-mile could be done by taxis, share taxi, and passenger vans, unlike the limited space and loading options on city-minibus in the community-bus role.
>need two transfers
Which are trains. The new stations are regionally well-connected. Shin-Otaru Station is deep into a valley, and poor in road accessibility (not direct from Shiribeshi Motorway and Otaru Circumferential Route).
>>
>>1634623
>>1634600
>>1634604
>Exactly how much is LTE-R different from LTE?
The most important difference is, that it's not a widely shared medium.
There are only railway-related users on those frequencies, which allows you to guarantee a certain level of service.
>obviously cheaper
Not necessarily, but it's another thing the infrastructure company has to bother with.
It's annoying for the management level. That's why they might be outsourcing it in Japan.
>Well for now it seems to be focused on level crossing control
That doesn't change anything. If you don't receive a confirmation that the level crossing has been guarded, you cannot give the train the "go-ahead", and it has to stop in front of it.
Moving block is obviously an improvement here compared to the previous static blocks, but the train will still not be able to pass the crossing.

I'm not trying to dismiss the synergy effects that may result from cooperating with mobile network operators.
It's just that from domestic experience I wouldn't trust those 無能s even a centimeter. Are NTT and KDDI that reliable partners?
>>
>>1634811
They didn't name any specific mobile operators in their such scheme, I think they're probably using some really generic mobile internet access that aren't dependent and without collaboration with mobile operators?
Also, one of the benefit they cited for using regular mobile network is "faster recovery time after e.g. typhoon due to reduced number of equipment need to be checked"
>>
JR East announced a second round of walkthrough tour of the Takanawa Embankment

https://www.jreast.co.jp/press/2021/20210402_ho03.pdf

They will also introduce Suica in parts of Morioka, Akita, and Aomori starting in 2023

https://www.jreast.co.jp/press/2021/20210406_ho02.pdf
>>
Question
What is the meaning of "単線四間、複線五間"?
It's from wikipedoa article on 白棚線
>>
>>1635314
単線: Single-track
四間: 7.95355 yd
複線: Double-track
五間: 9.94194 yd
>>
>>1635345
Bit what it mean?
>>
>>1635361
> The railroad land was planned to be about 8 yards wide for a single track and about 10 yards wide for a double track.
>>
>>1634911
>Also, one of the benefit they cited for using regular mobile network is "faster recovery time after e.g. typhoon due to reduced number of equipment need to be checked"
On THEIR end.
The question is, if the mobile network operator thinks of the availability of its service along the line as critical as the railway infrastructure operator.
It will focus on the 都会 for the recovery, not the 田舎. Without a contractual partnership, that includes penalties, this whole project is utterly irresponsible.
>>
https://twitter.com/donanmaeda/status/1331237662573752323
Oh local LDP politician at Hakodate have jumped in promoting Hakodate Mini Shinkansen and claim a project cost of about 7.5 billion yen
>>
JR Shikoku has announced that the 2-car (KiRo 47) Iyo-nada Monogatari tourist train set will be replaced by a 3-car KiHa 185 DMU set next year

https://iyonadamonogatari.com/info/wp-content/uploads/2021/03/2021.03.29.pdf

>>1635725
Financial feasibility aside, this feels more like a direct replacement of the Limited Express Hokuto since they could just dual-gauge one of the tracks on the Hakodate Main Line between the two stations and just run a mini Shinkansen set as the replacement Hokuto service directly between the two cities
>>
>>1623830
comfy
i watch every week
>>
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New guide - Chuo Line Mitaka to Takao, 201 Series. please enjoy.

https://youtu.be/YyF6uQcbK9E
>>
>>1637462
They're currently showing reruns though. Nothing really all that new, it seems. Next week is a rerun too.
>>
>>1639606
usually they produce material for some weeks and then have reruns inbetween but corona must've messed with their schedule
i wait out the new season if they don't have reruns worth watching again
>>
>>1639700
the problem is that the reruns are always the same episodes
>>
https://www.hokkaido-np.co.jp/sp/article/534484?rct=n_jrhokkaido
It've been 10 years after JR Hokkaido Sekisho Line Limited Express Train accident, lines with speed reduced after the incident still cannot resume original speed due to JR Hokkaido's financial difficulty making it hard to form necessary maintenance system to guarantee safety for high speed operation
>>
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>>1639700
>>1639703
I don't have much issue with the reruns, as I probably didn't see the first broadcasts, but reruns seem rather common for most of their programming, especially some of the more... variety stuff.

There was a special program broadcast recently, "The Lifesaving Fuel Train" about JRF employees being drafted in to operate DD51 diesel locomotives on a section of rail from Nigata to Koriyama, which isn't intended for freight use, in the aftermath of the 2011 Great East Japan Earthquake. This was due to damage to the Tohoku Mainline.
>>
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>>1640451
Good documentary, with decent actual footage from 2011. Still... a lot of dramatisation, and at least it's "original" content... not a rerun. Feels like something that was probably broadcast on NHK G and was then... translated.
https://www3.nhk.or.jp/nhkworld/en/special/episode/202104180910/
>>
Yokohama Air Cabin opened today, with shortened opening times. https://yokohama-air-cabin.jp/en/
>>
>>1641712
I never understand why facilities would shorten opening time as a coronavirus prevention measure. Shouldn't they extend their opening time and encourage people come in less busier time?
>>
>>1641788
Late hours are correlated with alcohol consumption and alcohol consumption is correlated with lower adherence to whatever regulations they put out.
Don't try to reason with authoritarians, it gives you wrinkles.





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