映像の全体的な色合い、ホームで写真撮ってる人の立ち方、画面の比率… どうみてもGTA

So you guys there still under the coronavirus pandemic?

やはりHC85は、デザインが今ひとつですね。。⁉️

カッコ良くはないですねえ。

試運転をこっちの方で行ってないって事はそういう事っちゃう？

残ったよ。よかった、

本当によかった。これからも変わらず活躍してほしい...

this is signal

I believe I've watched somewhere on youtube that the intention of such action is make the conductor aware of all signals.

@@mariodidier001 v thorough

What do the Engineer callouts mean? And why only after a certain point on the run do they begin?

just wrote this down lmao

All Japanese train drivers are trained to use this technique of point and speak. It keeps them alert to all parts of the route and keeps the train safe and punctual.

前から1番目 窓際

電車が来る の前 ホームに着けばいいです

乗り入れました！

「少し移動」じゃね？

It's called pointing and calling. More info en.m.wikipedia.org/wiki/Pointing_and_calling 日本語で ja.m.wikipedia.org/wiki/%E6%8C%87%E5%B7%AE%E5%96%9A%E5%91%BC

@@Edzward Thank you! Also found these videos kzfaq.info/get/bejne/b7Kdl7irmNizgYk.html kzfaq.info/get/bejne/iMCloZp629expnk.html kzfaq.info/get/bejne/m9qFmM2Kx5qccnk.html

ちょうど見たかった　 めちゃ助かる

Those are safety switches that deliberately will derail a train if it approaches a protected track. I've seen them in other Japanese videos at the end of platforms on single-line routes. When the train enters the station and stops at a red signal there's often such a switch in front, set to direct the train straight ahead into a short stub which ends in gravel. Often the stopped train has to wait for an oncoming train in the opposite direction. If you watch carefully, once the second train passes the first and either stops at the platform on the right or continues, the red signal will eventually switch to green and the derail/stub switch will move to allow the first train to continue back onto the main line on the right. There's a second, regular switch at that point. If the first train had failed to stop at the red signal it would just flounder into the gravel rather than move into the path of the oncoming train and cause a head-on collision. On lighter tracks with electric trains the switch at the main line is often a spring switch which is set so the oncoming train continues straight to the right-hand platform. In Japan it seems all spring switches are designated with a large Roman letter "S". If you're not paying attention it often seems as if a train is going to smash through points set the wrong way. But as with tramways, the flanges of the wheels merely push the spring-loaded blades of the points aside and the train passes smoothly on its way.

Interesting... I definitely need to do more research. If you won't mind, can you suggest some links. Thanks for the in-depth reply!

@@ovaaaaaL I'm not sure about research. I've just watched quite a few videos of Japanese train routes. They must have millions of railfans because you'll see them at quiet country stations taking videos of regular trains. Sad to see the empty platforms for the most part. More routes are going to be abandoned due to aging and declining population, also new highways blasting through mountains making the rails redundant. The vast majority of Japan's trackage is 3'6" narrow gauge which suited the mountainous terrain of the interior in the early twentieth century. The Shinkansen network started from scratch in the early 60s with standard gauge on elevated or tunnelled trackage. Unfortunately the old narrow gauge lines away from the busy coastal routes are falling victim to competition from the new highways.

@@tub43 yeah, but sadly since JR rail is privatized, unprofitable lines are shut down. What's worse is that all these lines are the one that has the most scenic views since it's on mountains. Well, even if highways are getting favor in the rural areas, at least Japan's didn't suffer as bad as the US. For me, Japanese railway is almost perfect if only they had standard gauge for the main lines outside shinkansen. But given that railways are introduced to them in the late 1800s, where standard gauge technology is still not adaptable to mountainous terrain like Japan's, it's given. And hey, don't lose hope because it's possible that they bring back defunct lines due to environmental and economical factors and if rural communities experience growth.

Hi, I’m a Japanese rail fan. The first reply by @tub43 and the explanation is correct for those on some stations though, for this switch, only maintenance vehicles use this switch then it’s designed also to make passenger trains’ ride smoother.

大幅遅延でもある程度遅れを回復して京都や大阪に着けるように考慮されているようですね

東海道線の外側線をこの速度で走られたら迷惑極まりない

@@MK-fq8wz なるほどそういう事ですか

@@user-mj6lw5uo8f 遭難ですか なるほど全然知りませんでした

以前小生が乗った時、米原到着時10分以上のbehind を京都到着までに挽回しちゃいましたから...

大津駅通過なんてﾀﾀﾅｲ！ 「大津駅通過なんてふざけんな！」 by大津駅

確かに！このままJR東海に譲渡されるか、それともあいの風とやま鉄道に三セク鉄道化すべきでしょう。

移管した所でそもそも需要がほとんど無いから結局今と対して変わらんと思うよ。いつまでも赤字路線抱えるよりはどっかにやって資金を新型開発とかに使ってもらった方がいいけどね

東海は赤字路線を引き継ぎたくないでしょう。あいの風とやま鉄道に譲渡する方がはるかに現実的。

JR東海への譲渡は流石には無理がある。仮にあいの風とやま鉄道だったらこれまで走ってた気動車も私鉄に譲渡されるから。しかし、大糸線の南小谷駅からもJR西日本区間もあるし(しなの鉄道カナ？٩( ᐛ )و いや！えちごトキメキ鉄道もあるじゃね？(∵`))まあ個人的には他路線の譲渡する可能性は低いでしょう。 うん(　˙-˙　)うん( ·_· )

なるわけが無い、的外れだ

文句ならスジ屋に

余裕を持たせているのでしょう。以前小生が乗った時、高山線内で10分以上の遅れを京都到着までに挽回しちゃいました...

確かに複々線区の東海道線だと 遅く感じるかもしれません。 ただ、 20分程度の視聴ですが、 山間部の この緩やかな曲線で、 60～70km/hの速さなら、 十分だと思いますよ。 本線扱いだし。 また、川沿いなので 勾配の緩いのも 関係あるかも しれません。 条件が良ければ 90km/h出てますね。 失礼ながら、 こんな山奥から、 京都、大阪、名古屋に 直通できるのは 羨ましいです。