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Found 11 results

  1. Found this documentary: All the rolling stock of Meitetsu in the early '90s, around the same period of Densha De Go! Nagoya Railroad. Fetauring: - Iconic express trains such as the 7000 series, the 1000 series "Panorma Super" and the KiHa 8500 "Alps". -Famous and lesser-known local trains, either built new or re-built from other units. -Gifu area interurban lines and streetcars, with second-hand veichles from Sapporo and Tokyo. -Diesel lines railbusses.
  2. Loading scene at a siding at Yahagibashi Station, on the Meitetsu main line.
  3. On July 21st, Meitetsu's four DEKI 600 electric locomotives were moved to Meiden-Chikkō Station for scrapping. Interesting facts from the English Wikipedia article: Built between 1943 and 1945 by Toshiba 603 and 604 were not originally for Meitetsu; they were intended to go to Hainan Island, but couldn't be shipped there. 601 and 602 were based at Inuyama, 603 and 604 at Shinkawa they weighed 40 tons and were rated at 440kW (about 590hp) These were basically surplus after the arrival of the new EL120s. Meitetsu's other old locos, the two DEKI 400s, will also be retired. http://railf.jp/news/2015/07/24/130000.html http://en.wikipedia.org/wiki/Meitetsu_DeKi_600 a year ago, still in service, by kanazawa10026: https://www.youtube.com/watch?v=Djm6NOyKMik end of the line, literally and figuratively, also by kanazawa10026:
  4. One of my favorite railway scenes is the mid route turnback operation, typically done by a local train that doesn't traverse the whole route, but rather only serves the most heavily patronized portion. On the the heavily trafficked, heavily built up routes, typically a pair of pocket tracks is provided, and thus is not as interesting. What is interesting is when a portion of the down mainline is used for the turnback, with a bit of wrong way running before the crossover is traversed. Last week I was on the Nishitetsu Omuta Line, and observed such a movement at Futsukaichi Station. Unfortunately, no video exists for this particular moment at this location, but a similar one is shown here, at Ogori Station, involving a now retired 2000 series: I've posted this before, same type of movement on the Meitetsu Main Line at Higashi Okazaki: Another scene I witnessed at Joyo Station on the JR Nara Line. This involves a pocket track, but it's on a single track main, so it maintains some interest (starting at 3:00):
  5. Includes music horn and pouring of ballast on the Chikko Line.
  6. Some Meitetsu EMUs are getting renewal treatment, among them the 1000/1200 series. The video provides a nice clear comparison. Although the colors are the same, and the designs are not dramatically different, it seems to make a big difference. Why am I getting interested in Meitetsu? http://railf.jp/news/2015/08/11/170000.html between Uto and Yahagibashi, by Buitetsu3901v:
  7. In this thread, it's claimed that the photographed loco is a new Meitetsu DEKI. Another poster says it's a replacement for the ED79. I can't tell if this is a joke or not, nor can I tell if the photo is a 'shop. It doesn't seem to be one half of an EH800. This is at the test track of Toshiba's Fuchu factory. http://rail-uploader.khz-net.com/index.php?id=35010
  8. A recent Railway Pictorial Archives Selection issue about Meitetsu 1970~1980 (#31) had an interesting article about Meitetsu's bespoke automatic coupler. Basically, with the frequent forming and un-forming of consists in revenue services en-route on the Meitetsu network (around 260 times/day in the early 1970's), the railway was looking for a coupling/uncoupling procedure that was more rapid and safer for train staff. Meitetsu looked at adopting Shibata style couplers with associated automatic electrical linkage, but ruled it out due to expense (Meitetsu used knuckle-style couplers on its fleet). An in-house system was developed which could be retro-fitted to existing couplers (in particular those of the 7000 series SR Panorama Cars). The device, mounted under the existing coupler, consisted of an 80 pin electrical connector and a three-hole air brake connection (main reservoir pipe, straight air pipe, and brake pipe). The connections were protected by a metal cover when not in use. Two types were developed- one with a fixed mounting, and another with a extendable connection driven by an air cylinder. When coupling, at least one coupler must be the extendable type. This system was used as the air and electrical connections are independent of the knuckle coupler connection- therefore, even with a slight offset of the main coupler connection, the electrical/air connections are secure. With the adoption of this coupler, coupling operations were shortened from 1 min 40s to 1 min, and decoupling from 1 min 34s to 1 min 4 s. Subsequent new rolling stock were fitted with this coupler as standard. Demo at an open day: Another angle: https://www.youtube.com/watch?v=4NOrjGVTMDU at Shin Anjo Station: At Shin-Unuma Station: An oldie, at Otagawa Station:
  9. Meitetsu has a good number of these turnback runs, called orikaeshi unten, where a service, typically an all-stops, reverses at an intermediate station. This scene at Higashi-Okazaki is unusual as the train uses the up mainline to reverse and enter the down auxiliary track (track #1), as there is no pocket track at this location. Note how the driver hurries to the front of the train so as to get underway as soon as possible to clear the up line.
  10. 8mm film of the Seto Line when it ran in the moat of Nagoya Castle, the station at Honmachi had a gauntlet track at one end to clear an overpass. Very modelgenic location. http://tsushima-keibendo.a.la9.jp/setoden/s-horikawa.html
  11. Did anyone post this yet? http://en.rocketnews24.com/2014/09/07/the-most-crowded-train-lines-during-rush-hour-in-tokyo-osaka-and-nagoya-are/ Pretty interesting, data is apparently from MLIT, so I think it's trustworthy. I never lived in Kanto, so the figures for those lines don't mean a lot to me, other than explaining why JR East buys so many new trains . The figures for Osaka and Nagoya, however, help me picture train interiors, platforms, and seas of people at the gates :). The private railways really take the prize in Osaka, and in Nagoya, the municipal subway system appears the most in the list. Also interesting to see how Meitetsu places. JR Central only appears once, at number 5, further reinforcing my impression that they probably don't want to worry about the zairai lines too much :).
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