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Eternal 103 Series Edition

Old Thread: >>1859769
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>There are still 49 103 Series cars in active service after its introduction 50 years ago
I wonder which will be the "Last Line Standing" between the three lines that still uses them in active service:

Bantan Line: 9 2-car sets (Built from 1974~81, refurbished in 1998 when Bantan Line was
Kakogawa Line: 8 2-car sets (Built from 1978~79, refurbished in 2004 when Kakogawa Line was electrified)
Chikuhi Line: 5 3-car sets (Entered service in 1983, 39 cars were scrapped starting in 2015 when 305 Series EMU began to replace them for through service to Fukuoka Subway's Airport Line)

Unless JR West is somehow going to refurbish the ones serving the Kyoto/Nara regions further I would assume they would be retired. (They are now no longer in active service)
>New terminal on Kumamoto Airport opened
>Access rail to be opened in 2034
How the fuck does it take ELEVEN YEARS to build 6.5km(4.03 miles in burger units) of track?
For one they just decided which route to take to the airport, and the schedule on that news bit (taken from Kumamoto Prefecture) implied they are just starting the paperwork, EA, and permit with the actual construction work starting in 2027. Can't forget that the airpot is around 80 meters above Higo-Ozu Station in terms of elevation so that will probably means more work too.
Don't look up how long it took to build the Minatomirai Line in Yokohama or you'll be really pissed...
The bigger question is why Kumamoto needs an airport and an airport access rail.
>Minatomirai Line
It's a bit unfair to compare adding a branch line to an airport in a rural-ish area to what essentially is Albatross: The Line, which took 13 years to dig 4.1km and only began to make a profit starting in 2016 (although in terms of Albatross-ness I'm not sure if it is worse between Minatomiral Line, Oedo Line, or any other ones that I'm not aware of)

The airport had been a thing for 50 years but the new terminal building just opened last week, and as far as rail access is concerned the idea was brought up in the late 90s to early 2000s but it was shelved in 2008 due to cost and perceived lack of ridership.

Because TSMC is building a semiconductor fab with Sony just north of Haramizu station
>The bigger question is why Kumamoto needs an airport and an airport access rail.
Why not, Fukuoka is at capacity, Saga airport is inconvenient, and Kitakyushu is too far away from Kumamoto
mfw I went to Japan but never got the chance to ride on a 103系.
A rough clunky ride that's pretty dated inside, I don't understand the fellating it gets.
Got to ride it, but wasn't much into Japanese railways at the time (~15 years back).
Felt like a regular train to me.
I only wanted to go on it because I relly like the way it looks. Like a toy train or something.
Well, it's probably preserved in some railway museum.
Look into it, if you are seriously interested (search term: 鉄道博物館).
Does anyone know if there's anywhere you can get past railway timetables? Particularly interested in turn-of-the-millenium JR East ones.
Mandarake sells some in their Nakano location, pretty expensive and most of them are out of stock.
If you look up 時刻表 on https://jimbou.info/booksearch/ you might find what you're looking for.
>JR East invites local governments to talk about potentially converting the Kanita - Minmaya section of Tsugaru Line to bus
>line was damaged in August after torrential rain and related landslides
>portion required to get freight trains to the Sekian Tunnel was repaired, but JR East was hesitant about the remainder
>then in December they announced it'd cost 600 million yen
>then they said local or municipal government should cover 2/3rds of that
Since we got to this point I assume the answer was no.

>Haneda Airport now requires internet content creators(like Youtubers) to ask 3 business days prior to be allowed to record any content, same as for traditional media
This may become relevant to our interests as the article mentions possibility of the same happening on other transportation hubs like major train stations.
Nemuro Main Line Furano - Shintoku (technically Kami-Ochiai junction) to be closed March 31 next year.
Granted it was already dead after the flood, but this officially puts the nail to the coffin for the longest local train (2427D, 2429D before the change) in Japan, which ran on the entire line from Takikawa to Kushiro and takes 8 hours and 2 minutes to complete the 308.4 km journey.
One publisher have been reprinting selected volumes of past timetables
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First sacrifice of skeleton network that Communists thought would remain?
B/C of TX's proposed extension
Can someone give me a qrd on the Hokkaido Shinkansen? Why is it taking so long to build? Is it really needed? Is it controversial?
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>Why is it taking so long to build?
80% of the 211.5km route between Shin-Hakodate-Hokuto and Sapporo will be tunneled and there are seven tunnels that are longer than 10km (with another one that comes close to it)

>Is it really needed?
Probably not depending on who you ask, IFF they really could get the travel time from Tokyo to Sapporo to around 5 hours I wonder if it will actually take shares away from the Tokyo/Chitose air route

>Is it controversial?
Given how the local lines will be downloaded to the Prefecture Government and the downloaded portion isn't sustainable (aka loses money), the main concern is how will freight be handled since the section between Oshamambe and Goryoukaku is an important portion of the line and JR Freight seems to be not interested in taking over that portion.
>Is it really needed?
probably not, but the jr companies don't really have any ideas for how to make money beyond "build shinkansen"
>jr companies don't really have any ideas for how to make money beyond "build shinkansen"
I prefer "build cruise train", Hokkaido could use one.
Instruction unclear, building two replacement Joyful Train sets instead.
Acceptable as I can realistically ride those. What routes?
According to JR Hokkaido's website, the Lavender set runs between Sapporo and Furano as the seasonal Furano Lavender Express between June and August. They also have a PDF listing what and when those two sets will run in place of regular KiHa 261/283 sets for normal limited express services.

4.5 hours from Tokyo to Sapporo is likely achievable with all the planned speed up even without dealing with Seikan
At their current fare scale which is already too expensive, conventional trains aren't going to make money for JR H, while Hokkaido Shinkansen can probably help them achieve financial independence
Tohoku Railway Movies calculated 4h2m with following assumptions
>130km/h Tokyo - Omiya
already completed
>360km/h Omiya - Utsunomiya
currently 275km/h, plan to raise speed announced, couldn't find ETA or what would it be raised to
>360km/h Utsunomiya - Sendai
currently 320km/h, supposedly ready for speedup
>360km/h Sendai - Morioka
currently 260km/h, 320km/h upgrade will be completed in 2028, presumably to the same 360km/h-capable standard as previous section
>320km/h Morioka - Okutsugaru-Imabetsu
currently 260km/h, plan to raise speed between Morioka and Shin-Aomori to 360km/h announced, no ETA, no news about Shin-Aomori - Okutsugaru-Imabetsu either
>240km/h Okutsugaru-Imabetsu - Yunosato-Shiriuchi signalling point
currently 140km/h with few 210km/h runnings without freight traffic for Golden Week, Obon and New Year's, MLIT announced they want to make that 160km/h and 260km/h respectively
>320km/h Yunosato-Shiriuchi signalling point - Sapporo
currently 260km/h to Shin-Hakodate-Hokuto, but will be sped up for extension opening, and the extension itself is already being built for 320km/h
>acceleration and deceleration same as E5
>stopping in Omiya, Sendai, Morioka, Shin-Aomori and Shin-Hakodate-Hokuto for 90 seconds each
Should be enough for sub-4h Tokyo-Sapporo trip with the upgrades that we know JR East is planning, especially passing either Shin-Aomori or Shin-Hakodate-Hokuto. I guarantee you JR Hokkaido will make a few runnings of that per day just for the mindshare given the "4 hour wall" of Japanese train vs. plane ridership share.
Sapporo's OKD airport plan to extend its runway to 1800km. At 1800km it will be long enough for 737&320 from HND&NRT in summer, A220&E-Jet&CRJ year round. That would guarantee Sapporo wouldn't be a repeat of Hiroshima, and then Hokkaido Shinlansen will have lower frequency than Tokaido-Sanyo while fare being much more expensive will also drag the performance down, and probably making the route more similar to Osaka-Kagoshima.

Real bread and butter of Hokkaido Shinkansen Sapporo extension is Sapporo to Hakodate. but problem is they aren't putting the trains into Hakodate station
There is an unofficial plan for Hakodate Mini-Shinkansen https://youtube.com/watch?v=-6sYfr00urE
The video was made back when people thought Shin-Hakodate-Hokuto to Oshamanbe would get third-sectored, but now the only thing we can expect to run there are freight trains(and even that isn't certain). This makes this even simpler as JRH wouldn't need to bother dual-gauging anything, just convert to Shinkansen rail and loading gauge. It'll be cheaper to buy custom local train sets and run Sapporo to Hakodate with normal Shinkansen except shorter instead of paying more for custom Mini-Shinkansen.
Unofficial plan remain unofficial. Continue operating cost remain.a problem.
Freight train is the reason why dual gauging is needed to begin with, passenger train vehicles could have simply be regauged into 1435.
And JRF"s terminal in Hakodate is not far from.Hakodate station.
And.loading gauges are physical structure. You don't "convert" it, you have to modify all relevant platforms and struxtures along the rail track.
Freight trains already bypass Shin-Hakodate-Hokuto, and between the bypass and Hakodate the line is double-tracked(and more in some sections).
There aren't any passong loop if you do two tracks different gauge
Nanae station and Kikyo station already have 3 tracks, Goryokaku has 6 tracks with platforms and 6 without, and Hakodate(which freight trains don't even go to) has 8 tracks with platforms. The only station that couldn't also be a passing loop is Onakayama(between the first two), meaning a total 5,5km between passing loops, which lines up with single-track sections further up the line all being 5km-ish.
JR East has announced that the construction for the Haneda Airport Access Line will commence this June and the complete date will be pushed back from 2029 to 2031


>Implying local passenger rail will be kept between Hakodate and Shin-Hakodate-Hokuto
Given how bad the financials are they might just get away with BRT or some other method to connect Hakodate and the outskirts
Looking at Tetsubouzu's video on it, the morning peak is stacked by kids commuting to school but besides that it could easily just be a bus.
I hope they don't close it, Hakodate Station is one of my favorite layouts with all those platforms.
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They obviously wouldn't close the station, but they would probably just reduce the number of platforms from 8 to 4~5, add two layover lanes for the Shinkansen, and just shrink the Hakodate Yard since it'll just serve the 9 KiHa 40 DMUs for the South Hokkaido Railway.
If they don't do Mini Shinkansen they likely would just close it, or be like Niseko and turn it into bus terminal
Hokkaido governor win reelection
Currently platforms 1(eastmost) through 4 are used for local trains(both JR and Donan), 5 & 6 are used for Hakodate Liner, and 7 & 8(westmost) for Hokuto. The longest platforms are on the west. However this poses a problem, since the east track would be the one converted to standard gauge, since it only crosses the track to the snowplough shed at Goryokaku(which could be moved to space saved by not needing as many local trains), as opposed to literally every other crossing being on the west track. The station would likely be rebuilt to avoid crossing at the station itself. We then have two options(going from eastmost platform)
>local trains on narrow gauge(presumably operated by Donan)
Two or maybe three long standard gauge platforms for Shinkansen, three or four shorter narrow gauge platforms for local trains and one long narrow gauge platform for the ocassional Shiki-shima and the likes(unless they make it stop at Goryokaku).
>local trains on standard gauge(operated by JR)
Two or maybe three long standard gauge platforms for Shinkansen, two shorter standard gauge platforms for JR local trains, and two or three narrow gauge platforms for Dounan local trains with one accomodating for Shiki-shima.
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The ice on sale on the Shinkansen was a topic on /jrg/ a while ago.
An illustration of it currently circulating on the Japanese web.

Guess, I'll really need to try it once next time I'm in Japan.
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Recommended watch, if you can in Japanese:

Suits-san talks about how one used to do fare evasion in Japan.
How it used to be an excessively prevalent thing a few decades back.
I remember reading the explanation for the term キセル in /jrg/ a while back, but it's also in this video.
>tfw buying a one-station ticket at Ise Kintetsu, and exiting in Kyoto with a surutto pass in 2013
I was a poor student gomennasigoreng
JR pass (nation wide) 7-day will cost 50,000 yen from October.
A price hike was overdue, having tourists get unlimited rides for much less than regular fares paid by residents isn't something you can keep while increasing prices everywhere else.
I hope the regional passes become more attractive, the JR Kyushu passes used to be quite a deal.
I wonder will e.g. Hokuriku Arch Pass also get a price hike accordingly.
Also wondering how it might affect the use of Sunrise train
>He actually thinks JR Hokkaido of all companies would specifically make a Standard Gauge variant of its multi units just for that twenty or so km between Hakodate and S-H-H

They will at most just re-gauge the 12 733-1000 EMUs

>A price hike was overdue
I believe the pre-tax price didn't increase that much since its inception from thirty some years ago. Still the 7 day pass is basically a terrible value unless you can squeeze a lot of long-ish distance rides.

According to the official PDF there are some changes to go along with the price increase:

- After the change pass holders can purchase an additional ticket beforehand to ride Nozomi and Mizuho trains on Tokaido/Sanyo/Kyushu Shinkansen. (Not sure if that will incur additional cost since tickets for Nozomi is slightly more expensive than Hikari/Kodama)
- Discounts on tourist sites
- Price increase subject to change

>around October 2023
So it could be as early as fall timetable revision(mid-to-late September) or as late as the start of ski season(mid-to-late November)
I wasn't even really considering the JR Pass, but now I'm kinda starting to feel like maybe I should change my itinerary to a more JR Pass oriented one just to make use of it now while it's still viable, Shinkansen from Tokyo to Kokura and back(on which you can do stopovers for up to 6 days of travel each way if you know what you're doing) is just 46300 yen.
>I hope the regional passes become more attractive
JR East will hike theirs too, they always followed about 4-6 months after all smaller JR Pass price increases. Others that are expected to go up are Hokuriku Area Pass and Hokuriku Arch Pass, but that's due to opening of Hokuriku Shinkansen extension. I really hope it doesn't cause a ripple effect hiking prices of non-JR passes.
Rather than Nozomi and Mizuho, it'd be more important if they add coverage to 3 sectors, abd rail replacement buses
Finally I can ride a Nozomi train.
Never gonna happen, there are too many fiefdoms in Japanese public transport to get something as simple as a unified rail pass.
We're lucky that most IC cards work across different operators and that was a long road.
What? That's almost twice of what the JR Pass 14 days currently costs, if memory serves me right.
That can't be correct.
>Coverage of third sectors
Are there any locations / lines that are currently under Third Sector is considered "important" besides Chizu Line?

This is the current adult price if you buy it from a designated agency overseas / in Japan for Ordinary Class Japan Rail Pass.

7 Days: 29,650 / 33,610 Yen
14 Days: 47,250 / 52,960 Yen
21 Days 60,450 / 66,200 Yen
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Holy fug, 100.000 for a 21 day pass too. Massive fucking increases across the board. I mean, I always knew I was getting ridiculous value from it though as I travel at a very fast pace, return trips to Sapporo, abusing the Sunrise nobinobi carriage as a hotel over consecutive nights, etc, but ouch.

Will still be worth it for me but definitely brings into question its value now for the normal tourist.


>basically says kiseru was considered okay in the past because the attitude of the average JNR staffer wasn't seen as very good, and they were always striking and annoying the populace

>Are there any locations / lines that are currently under Third Sector is considered "important" besides Chizu Line?
I mean the use of JR pass is for foreign tourists to visit Japan.
Not including third sector mean in seibi shinkansen region, pass users would only get the trip of going to or from the area, but not any local transportation options
Naniwakuji line detail
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>We're lucky that most IC cards work across different operators and that was a long road.
Wouldn't be surprised, if that stopped being the case this year.
JR East is apparently planning to turn Suica from being exclusively terminal-card-based to an Internet service.
If this is successful then you can expect other companies to follow suit because switching to dumb terminals will save loads of money.
I can even imagine companies without IC card support waiting for this to play out to see if they should join.
...the decentralized terminal system made IC cards extremely resilient.
Once you involve remote servers through the Internet, you will eventually run into massive service outages.
It's not a question of "if", but a question of "when".
The biggest fee of suica terminal is according to my understanding the card reading part and its patent fee.
But the problem with this is omly that JR fare rule is so complex that it's even adding time based fare now it's becoming harder to maintain and update the fare rule in all terminals across Japan
Another change is it will allow easier support for non-transit-IC cards like credit cards
But a big problem is probably how to maintain speed and reliability despite requiring cloud connection
>adding time based fare now
Source? Sounds like the end of 大回り乗車.
Aka peak hour and off peak fare being different. It's discussed in threads a number of times. I don't thinl ot affect the underlying rules and actions they enable like those you mentioned as it looks to be a multipler based on payment time.
>peak hour and off peak fare being different
Oh, okay. That would probably help with making the peak spread across a longer time frame, lowering the peak load.
That's easily implementable with a non-centralized system as well, though.
Also looks like a nightmare with 定期 either way.
>Once you involve remote servers through the Internet, you will eventually run into massive service outages.
Not a problem for the guys responsible for dismantling the decentralised system. They decreased costs and are very likely on his way to retirement or some kind of 天下り.
If they're still employed by the time shit hits the fan they'll be transferred to some other departments or daughter companies.
It's classical neoliberalism, proven to work in countless countries in countless industries.
You should remember that this is the company removing perfectly working clocks from stations to save tiny amounts in maintenance.
>Also looks like a nightmare with 定期 either way.
Fairly easy.
You'll increase the prices for regular commuter passes that can be used at any time of the day and create a new class of "discounted" passes that only work off-peak or with other limitations during rush hour. You then give the "discounted" passes some fancy English-sounding name and bribe, ahem lobby some politicians to say something positive about them, bonus yennies every time they mention 働き方改革.
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>Welcome aboard the brand new Choutokkyuu 0-series, here to carry you to the 1964 Tokyo Olympics
>And here's your toilet if you need it along the way, Nii-san
Absolutely third world.
That looks like every train toilet in the 60s, with the exception of being a squat toilet (more hygienic for public use) and the fact that there's toilet paper available.
I wonder if they renovated them before retirement in 2008.
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Glad to see Japanese and German design working in unison.
do jr east do printable/printed timetables anymore, and if so where can you get them?
The JR one would be:
I'd rather recommend the JTB one, though:

Using the ISBN/ISSN you can order them anywhere.
Watch out, though, they are about 2kg in weight.
In Japan you can easily buy them at any station.
don't suppose piracy is an option?
>jr east
Simply use
I gave you the answer I gave, because you asked for "print".
Maybe it the pass becomes "Valid for x+7 days" then sure, otherwise it'd be difficult. And regarding the price it seems that it might actually never increased since its inception and the changes in price was only due to sale taxes. (ie. the basic 7 Day Ordinary Pass had been 27,000 Yen + tax throughout)

The answer seems to be yes
Tobu Railway has revealed its newest Limited Express train N100 Series to the press, which features a lounge in Car 1 and 7 seat "Cockpit Suite" plus four 4-seat Compartment in Car 6.

JR Freight files freight Shinkansen related patents.
>freight-exclusive high speed trains
>internally standardized on Japanese air cargo pallet size
>patents mention transshipment stations, both termini and way stops
>article is theorizing it's for Sendai-Sapporo but we don't know for sure
August 2022 Tohoku flood and landslide restoration update
>Hanawa Line to resume service May 15th
>JR East won't restore Tsugaru Line unless local governments take responsibility for track maintenance and facilities afterwards
>there are no plans to restore Yonesaka Line
Wouldn't be surprised if they just gave the open part of Yonesaka Line to Yamagata Railway and give up on the closed part.
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Cold storage
Where would you put the station though? The line is in a tunnel until Sapporo station itself, and to reach the Sapporo freight terminal it's about 5 miles through the densest part of the city where land acquisition would be a nightmare.
Financially the optimal solution would be to build it near Oshamanbe, and maybe to electrify the track from Muroran to avoid swapping locomotives there. Another option would be Shinkansen loading gauge(not necessarily Shinkansen speed) track to Muroran, which would easily gain political support due to bringing direct access from Honshu to Toya, and would probably still be cheaper than trying to push through Sapporo.
Anon, it's just a patent
As for where to do, might as well regauge the entire Hokkaido conventional network if this is realy want to be done
Wait, so every gate at the moment has its own DB perfectly up to date with all valid tickets and cards country-wide?
It's not country-wide. Only within its area.
They still need to federate because many IC cards can be used all over the country.
The fare calculating is done at the reader nor in your card, so they only need to contain data of all stations in the same area
Wait, speak of which, doing so can probably get rid of the area restriction?
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At least partially, apparently.
This is an actual upside I'm willing to recognize.
Yeah, but they still need to check if a card is valid.
Since (registered) cards can be deactivated remotely there needs to be some kind of remote data source.
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Why don't they take the Moon signage off the units when shipping them to and using them in shitstans?
>Old Thread:
Is there any archive that covers /n/ anymore?
https://archived.moe/n/post/1859769/ ?
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The Japanese doesn't take the German signage off either for some reason
They don't even take off the ads, really strange actually.
It had been the case for over 30 years when the tram set was first sold to Tosa Railway in Kochi, Shikoku back in 1989, they pretty much kept the livery and everything else on it and it was the same for Fukui Railway when they bought it from Tosa Railway in 2014. However, due to the fact that it isn't equiped with AC it is only in service during Spring (March to May) and Fall (October and November) so Fukui Railway has decided to retrofit it with AC this year.
>import random used German tram for shits and giggles
>add destination signs after completely rebuilding the unit
>keep the random ads and slap a German flag it for completeness sake
Peak bubble behaviour, can't say that they didn't have it coming.
Tosa Railway actually thought of buying different trams around the world (more like Europe lol) for its 85th Anniversary in 1989, but they stopped with two (Stuttgart and Lisbon) while the rest of them (Vienna, Prague, and Milan) fell through without any reasons provided. This one from Lisbon is now displayed in Coca Cola Japan's Komatsu factory in Saijo, Ehime.
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Whats the go with the changes to JR pass?
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Went to Japan recently and sperged out about the trains
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The train museums in Kyoto and Nagoya were cool
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Pretty pissed i missed out on dining here
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>Pretty pissed i missed out on dining here
Too bad that out of the sixteen 168 Type Dining Cars only two of them are preserved (3009 is last known to be stored in the Hakata Shinkansen Yard around ten years ago but I'm not sure if they still have it around), otherwise it would've been neat to re-purpose one of them as a resturant for the novelty factor just like the SuShi 24-504 resturant car in Saitama

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Aye it would be nice.

Especially as SCMaglev and Railway Park only have a Delica station as a food option and all the bento boxes they had were sold out. Probably for the best, delica stations food sucks.
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JR East to start discussions with local municipalities about the future of the Imaizumi-Sakamachi portion of the Yonesaka line currently closed due to flooding in August 2022. The estimated cost of repairing the line is 8.6 billion JPY, and the estimated time it will take to complete repairs is 5 years.
If I had to guess, it's probably gonna go the way of other low traffic lines closed due to weather damage.
JR Yamanote = Immigrants and Salarymen going to work at 8am

Oedo Line = Rich girls going to Roponggi at 1130am for day of shopping on Weekday
I understand the whole pension thing in the calculus to break up JNR and turn it into regional for-profit railway companies, but with the sheer number of line closures in Hokkaido and outside of Tokyo (for JR East) I really do think it was a mistake. Sure it can be argued that some lines really shouldn't have been built in the JNR building boom, but at this point it seems like the overarching policy of JR East is just accelerate population migration to the major urban areas and fuck everything else. This weird 20th-century insistence that a public service like transportation must turn a direct profit or at least break even to be worthwhile is killing rural connections to cities and driving up the overall cost as new bullet train lines open and the existing regular intercity lines are shut down.

But who knows, maybe I don't understand what's actually going on and am completely off base, that's just how it looks to me.
of course it was a mistake, it's led to nothing but privatised profits and socialised losses
>it seems like the overarching policy of JR East is just accelerate population migration to the major urban areas and fuck everything else
I think you're mixing cause and effect here. Rural areas have been depopulating in Japan for decades now, and the trend isn't gonna stop or even slow if the companies keep open lines with low ridership. I think the JR companies deserve a little more credit than you're giving them since other than the spate of closures/transfers to 3rd sector companies immediately following privatization, there weren't that many line closures until we got into the 2010s.
>Socialised losses
>Implying that wasn't already the case with JNR since they were in the red starting from 1964
Even then the Japanese government still owns JR Hokkaido and Shikoku through a third party (JRTT) and were spared from repaying the 37 Trillion Yen debt incurred JNR along with JR Kyushu since they know those three weren't likely to be self-sustaining.
Fair enough with the line closures, I had thought they were closing them/reducing service at a faster rate. I am aware the trend of the major metropolises sucking up people from the rural areas long precedes the privatization, and that's understandable. More opportunities and more things to do in the cities versus the rural villages for the younger generations. My point was more that reducing and eliminating service only accelerates that, as it makes it harder for people in rural communities to travel to the cities, while continued and relatively frequent service slow that drain and give time for other policy solutions to be explored. Frequency is also something worth mentioning, since in my experience traveling around the central alps and Tohoku even bus frequencies could be incredibly low, to say nothing of the local rail frequencies. As I understand it, a lot of European countries manage much more frequent bus service in rural areas.

Socialized losses isn't the problem with a public utility. It's a public good, so of course any shortfalls would naturally come out of tax money. The problem is the privatized profits. In the good years the private company spends all the cash on stock buybacks to pad the execs' compensation packages and fellate their stockholders, and in the bad years public taxes save them from the those shortsighted financial choices. In the end it turns into another wealth transfer vehicle for the already wealthy to hoover up money from the general population, when those profits should be going back in to the system to improve it.
>i'll just film this rather than risking a confrontation in waking her up
>My point was more that reducing and eliminating service only accelerates that
This is a common talking point, but I'm not sure if that's actually true. I don't know if you understand moonrunes, but here's a relevant Youtube video:
Despite having lost its rail connection over 30 years ago, the city of Nakashibetsu in eastern Hokkaido has maintained a relatively stable population for the past two decades (and was even growing up until 2010). This is in stark contrast to most other small cities and towns in Hokkaido. The author of the video hypothesizes that this is because Nakashibetsu and the neighboring towns of Betsukai and Shibecha are the top producers of milk in Japan. Because the economy is strong, people don't have to move out to find good jobs, and because there's enough people, businesses can set up shop, and that means people don't have to travel far to spend their money, feeding it back into the economy, and so on and so forth creating a positive cycle.
I think people/the media latch on to rail lines because they're visible (and people are emotionally attached to them), but it seems like the death of rail lines is more of a symptom than a cause of economic stagnation/depopulation.
All that being said, while I have no experience with traveling in Europe, I do agree the frequency of public transit in rural Japan is abysmal.
>but it seems like the death of rail lines is more of a symptom than a cause of economic stagnation/depopulation
they're both
the loss of transport links undoubtedly makes rural areas less attractive, further speeding up depopulation
that some rural areas that are not experiencing depopulation can survive the loss of rail links is not proof against this
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Let's not forget even JNR was also demanded to reciver their cost, and closed lines more bluntly

Also, don't forget that the role of railroad have changed. Most Japanese cities and towns with size smaller than Sendai expect everyone to have a car to function in 21st century. It doesn't worth the cost of keeping lines up when they in the early 20th cebtury was constructed on the condition that it's the only available motorized land transport for everyone.
>the loss of transport links undoubtedly makes rural areas less attractive, further speeding up depopulation
Sure, but is the amount of population loss caused by the closure of a railway line significant compared to the other causes of population loss? I doubt it. The video linked earlier has charts showing the population over time of a bunch of towns and cities in eastern Hokkaido, but there doesn't seem to be a correlation between the magnitude of population decline vs the absence of a railway line. I think the closure of a railway line is like punching someone who just got shot. Does it make the situation worse? Yes. But is it a significant contributor to the main problem? Not particularly.
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This time it's JR Shikoku's turn, trying to cut this three sections.
>Most Japanese cities and towns with size smaller than Sendai

I.e. places where no one under the age of 50 lives.

Hakodate's new mayor want to complete investigation on extending Shinkansen into Hakodate station within this fiscal year
JR West releases their "Long Term Vision"(2032) and mid-term management goals(2025).
>full of buzzwords like "life design" or "MaaS"
>Sakurajima extension(focus of the tabiris article)
>autonomous driving BRT buses, presumably for lines that will be converted
>Mobile Icoca for Android, still means fuck all for foreign tourists since it requires Osaifu Keitai enabled phone which are only sold in Japan
>pushing for more Icoca compatibility in rural transport, including areas without rail
>promotion of regional trips to all areas
>swapping diesel trains for hydrogen trains
didn't mean to quote, my extension is acting up again
>planning next moon trip now
>want an excuse to ride the Mugi/Yodo/Sukumono lines before they're closed someday soon no doubt
>fucking nothing down there to visit on any tourist site to see it seems
Well guess it does kind of explain the situation then.
>Mugi Line
Tainohama beach if you're into surfing I guess, but nothing besides that.
>Yodo Line
People say Shimanto river basin, but from pictures it doesn't seem that different from others like the Kiso river (Takayama Main Line) or Tadami river(Tadami Line). Also Uwajima has a bunch of stuff but that only matters here if you're coming from Kochi, and most people are coming from Matsuyama instead.
>Sukumo Line
Genuinely can't find anything.
>Mugi Line
Cape Muroto is good for being hit by typhoon and tsunami ib case you're into that
>Sukumo Line
Sukumo was a Navy base of Imperial Japan Navy
>Yodo line
Shimanto river is often described as the most inaccessible and rural part of Japan with the last clean rover on Japan nainland.
JR East proposing closure of Tsugaru line between Tsugaru-Miyata and Kanita.
>Kominato Railway(Chiba) to look into reducing running costs
>one of considered measures is dropping majority of the line(everything south of Kazusa-Ushiku station, about 20km out of 35km total)
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How good are japanese chikatetsu's? They're building one in our country. How do those things prevent flooding? Our place is notoriously known for flashfloods even during moderate rain.
Tbf, water runoff/storm drain infrastructure is a separate thing from building a subway. The subway plugs into it, but that's its whole own piece of infrastructure. Look at videos of the giant caverns under Tokyo built to manage water runoff. That kind of stuff is probably on your country to build, not the company building the subway.
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friends, please remember to browse http://tsushima-keibendo.a.la9.jp/
If your ground is already flooded, then the only thing that can be done to prevent the underground rail to be flooded would be closing the station off + walling the entrance + pump waters out.
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Japan has quite elaborate constructions to prevent the worst (not limited to underground rail):
In Tokyo they have the 首都圏外郭放水路 (Metropolitan Area Outer Underground Discharge Channel).
Your place probably doesn't have the funding for anything at that scale, though.
why is sunrise express in english
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Rate my cities' train.
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Foreigners with backpack apparently were taking pictures of this.

I hope, /jrg/ was not among them.
That station would be 成東駅 (Narutou station in Chiba), not 鳴門駅 (Naruto station in Tokushima).
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Saionji has made a video where he attempts to go the furthest possible distance by rail from Wakkanai in one day(from first train to last train). He gets to [spoiler]Kamigoori, just past Himeji[/spoiler]
Interestingly, Nikko has made a similar video last year, but starting from Asahikawa, and got all the way to Yamakawa, merely 37 kilometers from Makurazaki.
This really puts into perspective how far Wakkanai is from anywhere, even on a limited express train it's almost 4 hours to Asahikawa and over 5 to Sapporo.
Wonder how far you could get from Ibusuki in Kagoshima.
All the way to Asahikawa actually, 2809.6 km total
>Ibusuki 05:33 - 06:46 Kagoshima-Chuo
>Kagochima-Chuo 06:56 - 10:59 Shin-Osaka
>Shin-Osaka 11:06 - 13:33 Tokyo
>Tokyo 14:20 - 18:29 Shin-Hakodate-Hokuto
>Shin-Hakodate-Hokuto 19:06 - 22:41 Sapporo
>Sapporo 23:05 - 00:30 Asahikawa

While I was at it I also felt like checking out how far you can get from Kushiro.
>Kushiro 06:27 - 10:14 Minami-Chitose
>Minami-Chitose 11:27 - 14:26 Shin-Hakodate-Hokuto
>Shin-Hakodate-Hokuto 14:48 - 19:04 Tokyo
>Tokyo 19:09 - 23:07 Hiroshima
>Hiroshima 23:20 - 00:09 Iwakuni
2109.5km total

And from Nemuro
>Nemuro 05:31 - 08:04 Kushiro
>Kushiro 08:19 - 11:50 Minami-Chitose
>Minami-Chitose 12:41 - 15:52 Shin-Hakodate-Hokuto
>Shin-Hakodate-Hokuto 16:20 - 20:32 Tokyo
>the same one as in the video
>Tokyo 20:54 - 23:53 Himeji
>Himeji 00:09 - 00:40 Kamigori
2238.3km total, mere 300 meters less than from Wakkanai, that's interesting.
Sorry, I pasted the wrong thing into the spreadsheet, Kushiro - Iwakuni distance is 2359.4km
Impressive, both your calculations and how far North you can get when starting in JR Kyushu territory.

The channel "仙台撮り鉄 / Tohoku Railway Movies" was sold to alt right who produce xenophobia video, who apologized in this video and claim to have reverted the situation, but the channel have recently uploaded video that badmouth China and Korea in consecutive.
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>sold to alt right who produce xenophobia video
>uploaded video that badmouth China and Korea in consecutive
Oh no, how horrible!
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What's wrong with Okinawa monorail
After 7 years since the Kumamoto earthquake, the Minamiaso Railway will be fully reopened on July 15th. This also means that Minamiaso Mizu-no-Umareru-Sato Hakusui-Kogen, the longest-named station in Japan is back.

JR Hokkaido prepares promotional events and sightseeing trains for "thorough verification of viability" on lines under 2000 transportation density.
>Soya Line from Nayoro to Wakkanai
>Ishihoku Line from Shin-Asahikawa to Abashiri
>Furano Line from Asahikawa to Furano
>Nemuro Line from Takikawa to Furano
>and from Kushiro to Nemuro (Hanasaki Line)
>Kushiro Line from Kushiro to Abashiri
>Muroran Line from Numanohata to Iwamizawa
>Hidaka Line from Tomakomai to Mukawa.
There will also be other improvements, like a temporary stop near the Murano Lavender fields, joint timetables between buses and trains for better transit, and joint train and bus tickets in Kitami/Abashiri area and to a lesser extent in Hidaka area.
And then we get to Hanasaki Line
>seaside seats will become reservation-only on some trains
>a bus line will be introduced, going around schools and hospitals
They just want to close it and get people used to buses. And I honestly don't blame them, Nemuro is one of the fastest depopulating cities in whole Japan at rate of 10% per 4 years. Just 24,6k people in 2020 and next years census was expected to be below 22k even before wuflu, now they might not even have 20k. So if you're trying to hit all 4 extremities of JR you might want to do it quick, because Higashi-Nemuro will likely be replaced this decade by either Akkeshi(if they only drop the more unprofitable bit) or Shiretoko-Shari on Kushiro Line(if they drop the whole Hanasaki Line)
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Something related to crap, apparently.
Probably not, since it's only this stationvat Asahibashi among section I have riden that see the platform door being removed and replaced with manually mounted rope

Adding together with the incident you mentioned, and also the automated walkway outside the Naha airport station being closed due to "facility aged", exactly what's happening with Okinawa monorail?
They were given a goal of being self-sustaining by 2031 from the government so there will be more closures.

Absolutely fucked
>Hanasaki Line
All the things you said + notorious for deer strikes causing delays + data says people would fit into buses.
>Senmo Line
Least damaging line to close, like >>1906979 said with Nakashibetsu growing. Morning rush from Shiretoko-Shari to Abashiri would require bendy buses, but the roads inbetween are wide so it wouldn't be a problem.
>Sekihoku Line
The biggest money drain of JR Hokkaido at 500 BILLION yen per year. Express trains only carry a few dozen people each since highway buses are faster(shorter route, same speed limit, no doubleback at Engaru). That leaves local trains between Toma all the way to Nishi-Rubeshibe mostly carrying air. The remainder could work as a tram or LRT from Kitami area to Memanbetsu Airport, maybe even all the way to Abashiri.

Closure likely
>Nemuro Line
All of the rail-accessible tourist stuff is near the Furano Line, and the time difference for Sapporo - Furano is only 30 minutes. Ridership in single digits outside of morning rush with 100 passengers on the train arriving 7:33 at Takigawa, more spread out in the afternoon. This could be tricky, but doable as BRT.
>Hidaka Line
It's just 30 kilometers, there's no tourist attractions in the area.

Difficult to say
>Soya Line
Even the morning rush train sees 24 passengers, and only near Minami-Wakkanai, and the express trains carry about as much as on Sekihoku Line. The line loses 300 billion yen per year even after all of the 2021 station closures. It all comes down to whether JR Hokkaido dares to say goodbye to Wakkanai.

>Muroran Line
Morning and evening(!) rush with multiple 100+ passenger trains and it's a big freight route.
>Furano Line
Even bigger rushes, many tourist attractions, and since we assume closing the other route from Sapporo numbers would go up.
>and it's a big freight route.
even the bit they want to close, since it duplicates the chitose line's connection to the hakodate line?
I didn't know about that. Are they planning to do it alongside rerouting the Chitose line under the airport?
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Got some chopsticks today
Planning to do what?
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Why does JR East insist these are two lines and not three?
Because the section between Kinshico and Ochanomizu is considered a branch line for the Sobu Main Line as Ryokoku Station was the original terminus of the Sobu Railways / Sobu Main Line before the two lines were connected in 1932 and Tokyo Station became Sobu Main Line's new terminus in 1972 when the underground platforms opened.
Why yoke the service names to the infrastructure like that? The Yamanote line in terms of service isn't the same thing as the Yamanote line in terms of infrastructure.
Just realized from in station ad that JR East is now offering Shinkansen freight transportation servoce to general public already
you gonna translate that shit for us or are we all expected to have late stage terminal weeabooism
Ever heard of machine translation?
It's just details anyway, not worth reading anyway if you're not planning to ship goods by Shinkansen in the North of Japan anytime soon.
Key info is as in my initial post, that you can now ask JR East to transport your good for you via Shinkansen
You only need to apply 30 minutes before the train depart and you can receive it same day.
Why three?
because in terms of services there are three lines
>They were given a goal of being self-sustaining by 2031
Wasn't that supposed to achieve via Hokkaido Shinkansen enter service? Although that get delayed
Japanese government previously also requested them to have same ridership level in year 2023 as 2018.

Speaking of which, another bad news to Hokkaido Shinkansen extension: Sapporo city relevant authorities seems to have officially discussed extending the in-city airport's runway to 1800m, which would make it possible for FDA to provide year round commuter jet service from most of Honshu directly into Sapporo city, and larger aircrafts like 737 and A320 will also be able to land there in summer
What are you talking about, that tabiris article explicitly say it didn't mention Sakurajima extension
New York vs. Tokyo’s Subway: How Japan Got So Far Ahead | U.S. vs. Japan | WSJ
Ultimately: By being homogeneous.
Some comparisons in the video are fake. Aka they showed what they as an American think their transit system should improve, but are not actual point of superiority of Japanese transit system
... After giving Tokyo BRT a trial, I feel that it not just not live up to the name of BRT, but it isn't even a good bus route
>The main route of the BRT travels between Shimbashi Station and Tokyo Teleport / Daiba area
In terms of getting to Daiba is it worse than riding the Yurikamome as both lines start at Shimbashi?
Both Google Maps and Yahoo Japan Transfer Guide didn't include Kawasaki to Umihotaru bus route. Only Jourdan have it. (Google tell you take the bus all the way to Kisarazu and then taxi back, Yahoo Japan tell you go to Tokyo station)
Ueno Tokyo line really have delay everyday
Technically the Tokyo BRT start at Roppongi although I started riding from Shimbashi
Inside JR Shimbashi station there're sufficient labels regarding it, but once you meft the train station there are almost zero labelling except a label on a big map despite having to cross like three more intersection by foot to reach it. And the route and station isn't on Google Maps yet si finding it is difficult.
The route have no bus lane is known, but despite it claim having priority signal I couldn't feel it when riding it.
There are somewhat elaborated bus stops with chair and paper route info, but no digital display nor estimated arrival time info. I couldn't recall whether there were English info on bus stop although there are them onboard the bus.
Bus frequency is 10 minutes off peak for all routes combined. On the bus I took most people deboarded at Katsudoki BRT. Indeed when riding toward Toyosu, despite the Yurikamome having to make multiple detour, the BRT still isn't actually faster.
Also the bus I took was kinda hot. The temperature was around 22°C and they opened windows of the bus although the air conditioner remain working, I am not sure whether they're trying to reduce spread of coronavirus, save energy, or as G7 security measure. The bus I took should be a hydrogen bus.
Newly elected Tokushima prefecture governor said he's willing to support "the most profitable" variant of Shikoku Shinkansen, even if it's less convenient for his prefecture, for the sake of JR Shikoku earning enough money to keep local lines around.
>for the sake of JR Shikoku earning enough money to keep local lines around
>implying they won't third sector/close them anyway
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Accidentally saw a not in service Sunrise Express train
Holy shit some Japanese trains have a restaurant built in to them?
Yeah, it's like a decade too late, that'd only work if Shikoku Shinkansen was either already being built or was about to be. JR Shikoku needs to shed dead weight right now to survive, and giving more of the Hagi line to Asa Coastal Railway is arguably the easiest way to do it. JR Shikoku doesn't publish convenient usage charts like JR Hokkaido does, so I made one myself in a spreadsheet with 2019 numbers from Japanese Wikipedia.
Yuki station has a passing loop, and is near an already-opened section of the E55 expressway to Hiwasa. The solution of running trains to Yuki/Tainohama and then giving up the remainder to Asa Coastal railway while also running buses bypassing the red and black stations comes to mind naturally.
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What I think is actually happening is, the governor realized that Shinkansen to Tokushima city is not happening. It has been calculated that building an expressway bus terminal on top of Maiko and then transfering to the Shin-Kaisoku there would be three minutes FASTER to Shin-Osaka than Shinkansen going the long way round via Okayama for fraction of the cost, with further potential time savings from constructing a bus-only bridge in Tokushima city itself.
This leaves going through Awa-Ikeda on the way to Kochi as the only viable way to bring Shinkansen into the prefecture. So he's trying to spin that as a compromise to use it to try and keep unprofitable local lines in JR Shikoku instead of being on the prefecture's bill as a 3rd sector.
What he doesn't realise is that the moment Kochi will do their calculations they'll figure out that Shinkansen via Awa-Ikeda would have worse benefit/cost ratio than branching at Shikoku-Chuo, potentially below breaking even point. There will be a similar push to do that instead without promises regarding unprofitable lines attached, as the ones near Kochi aren't that bad in the red, and could be reasonably picked up by Tosa Kuroshio Railway. Hell, I could even see Kochi dust off the 90's plan for an express rail tunnel from Osugi to Tosa-Yamada and try to build that futureproofed for Shinkansen conversion, just to ensure a reaction of "well it's already halfway done so let's pick a route that makes it work" rather than "well the route we're pressured to take is financially unviable so let's abandon it alltogether".
Japan have less that than rest of the world
Station position of Tokushima is not that significant.
I interpret that as them giving up the Kii Strait proposal, and supporting the Shikoku consensus, which mean Seto Great Bridge being only connection between Shikoku and Honshu for the time being. Tokushima will only benefit from speed improvement when connecting to other Chuugoku/Shikoku/Kyushu cities, with travel to Osaka/Nagoya/Tokyo still expected to be dominated by bus connection which will have comparable time cost but much cheaper.
This doesn't make sense, since only after a route is decided can environmental analysis, funding, and construction come into place. If the project have already progressed to later stages then those comments wouldn't be relevant.
As for dead weight, all local lines are dead weight for all JRs. But problem is some have urban network and Shinkansen to balance that. Shikoku have neither. Shikoku Shinkansen could change that.
That tabiris outright say 「四国は一致して岡山ルート。徳島が賛同することによって、四国はまとまりますので、ぜひお願いしたい思います」 , why are you guys arguing irrelevant things
>As for dead weight, all local lines are dead weight for all JRs. But problem is some have urban network and Shinkansen to balance that. Shikoku have neither. Shikoku Shinkansen could change that.
But of course, JR Shikoku would still want to get rid of the dead weight even if the company as a whole made a profit...
They are tasked to maintain them during the process of privatization. And JR Shikoku have been doing so more actively than some other JRs.
>They are tasked to maintain them during the process of privatization
Is there any actual legal requirement that unprofitable lines must remain open if the company as a whole makes a profit? I doubt it...
"衆議院議員伴野豊君提出旅客鉄道株式会社及び日本貨物鉄道株式会社の民営化に関する質問に対する答弁書" https://www.shugiin.go.jp/internet/itdb_shitsumon.nsf/html/shitsumon/b151003.htm
I mean, I can read it, but still...
Well you can't say that the meme of political jargon having no base in real life in unfounded.
so the answer is no as far as i can tell from google translate
The link says, for abolition of local rail routes and such, they are normally regulated under 鉄道事業法, while on the other hand, fully privatized JR companies are regulated under JR Comoany law amendment bill to follow guidelines set by Minister of MLIT on maintaining the routes appropriately, fare setting, and such, to ensure fully privatized JR companies can be operated appropriately.
and you wouldn't happen to have a link to the relevant sections of the law?
like they're right off google
I fucking LOVE my station
provide link then
why do you expect me to know what to search for/

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