Is it possible to keep the prallel conventional line between Hakodate and Oshamambe?
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- Опубликовано: 14 окт 2024
- Hakodate Main Line will be separated from JR Hokkaido when the Hokkaido Shinkansen will open to Sapporo in the spring, 2031.
The Hakodate Main Line may be converted to the bus between Oshamambe and Hakodate because the passenger demand is extremely low.
However this section is very important for freight trains.
I will explain the current situation and future outlook.
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If they don't keep freight trains in Hokkaido that would mean the end of the economy of Hokkaido. At that point even Shinkansen would be unusefull. As long as they find a way to keep JR Freight routes, JRTT control or JR Freight control are both valid solutions.
Let's hope that the Government will not make the huge mistake to kill Hokkaido by closing the freight routes!
Your conclusion reminds me of that of the European law, where a track owner has to maintain and own the track and stations before a privatised or national railway operator has to pay to use it. In most cases they own the track and do the maintenance themselves, thus ofcourse working closely together with the national and private sectors. Until now this works too in the rural areas.
Great video, once again! You said that having background music was probably annoying, but personally, I miss the BGM. I really liked the track "Refreshing Wind".
Have you thought of automation of train operations? How come Shinkansen doesn’t cause increases in ridership on parallel local trains allowing limited express trains to be dropped
good information
With half the population, how can anything be maintained? The whole economy of these areas will collapse, if that really happens: it's not just the passenger transportation sector, but also freight would be affected by serious labor shortages.
It seems to me that the Japanese government should be trying any measures available to make sure that forecast doesn't happen. I'm talking about highly aggressive actions like huge financial incentives to families, forcing companies to give stability and large maternity licenses to mothers, and maybe some Israel-style attempt at inviting the Japanese diaspora back to Japan?
1:06 Shiberishi blockは後志総合振興局を指していると理解しています。長万部駅の右にある後志／渡島のローマ字がSiberishiですよ。
間違えました！
ご指摘ありがとうございます。
How much trouble does the lack of electrification between Muroran and the Seikan tunnel cause freight? It can't help freight be competitive with other transport modes if you need to change locomotion. Hokkaido is the optimal distance for freight unlike the rest of Japan.
I think, government should take a control of this line and increase freight adjustment fee amount from freight trains, in order to reduce the deficit and keep positive balance. But, unfortunately, I guess in that situation, some goods will shift to ships due to high adjustment fee on rail, which will trigger more losses. So, prices on goods will increase in Hokkaido, because "everybody needs a money". Average people will suffer from this. Maybe Hakodate-Oshamambe line should be just nationalized, by keeping subsidiary from the government, without increasing of freight adjustment fee for freight trains.
I am quite sure that even with higher fares, no one is going to use ships. There is no way that someone invests in buying ships to cover the increase in price of trains. Remember that freight transportation on rail is absolutely the cheapest meaning of transport whilst ships would be very slow, much more expensive and not so reliable.
@@jossdeiboss Theoretically, carrying goods by ships is cheaper than trains. However, with the current situation of marine transport in Japan(insufficient number of ships, low number of staff, a lot of old vessels, uncompetitive ports, some beauracracy problems, lower punctuation) and usual bad weather conditions in Hokkaido, this mean of transportation is worse and expensive than railways.
When I watched the Japanese version I was wondering how would you convert that dry and text cramped powerpoint into English version, but after all key figures and possible solutions are the most important.
To account for this situation I think the JNR privatization committee at that time shall bear the most responsibility, their assumptions that the operation supporting fund could support the operation of JR Shikoku and Hokkaido was only based on upswing economy. With zero interest rates the interest generated can never cover the operation expenses of both JRs. If the track infrastructure of JR Hokkaido and Shikoku is owned by the JRTT and respecting local government, and both JR only responsible for train operation, their financial situation could have been much improved at first place. The politicians shall learn the consequence of building/maintaining railroad at my village "我田引鉄".
Disclaimer: I am not a fan of only cutting JNR into 2 parts(East and West), it would only repeat the history that Headquarter don't understand the local bureau(say Tokyo vs Kansai for instance) operation mindset and they had to start the Shinkaisoku services and train service will not be as diversified/local optimized as now.
i have good memories riding the Hokuto/Super Hokuto. while the Shinkansen is fast, i like riding express trains more
Why not time the local trains with Shinkansen and see if Shinkansen increases passenger demand on the local train and see if ridership increases
There's a typo in the title. "prallel"
Hi Takeshi-san.
Lately I have been very interested in the Shinkansen. I have been watching video's from a creator called "World Train-Lab" He makes great video's watching Shinkansen!
For a long time I was wondering if you were interested in making, or showing an explanation video about Shinkansen services in general, you explain it very well in your videos when you bring it up. I've been watching your video's. But I still don't fully understand the services, only names. What do the numbers mean? for example:
"NOZOMI 75"
Why is it from Nagoya - Hakata.
I thought "NOZOMI" was Tokyo - Hakata only. Does this mean that not all NOZOMI start and end at Tokyo Station or is it a system?
NOZOMI 6 is Tokyo - Hakata
NOZOMI 75 is Nagoya - Hakata
Why are they different?
Currently, numbers are assigned according to these rules.
Nozomi Nos. 1-60
The train number used for "Nozomi" between Tokyo and Hakata.
Nozomi No. 70 first half
The train number used for "Nozomi" between Nagoya and Tokyo. Used only in early morning. No. 70 and No. 72.
Nozomi No. 70 late
The train number used for "Nozomi" that does not arrive or depart from Tokyo. Used only in the early morning and late at night. No. 79 is from Shinagawa to Hakata, Nos. 75 and 77 are from Nagoya to Hakata, and Nos. 76 and 78 are from Hakata to Nagoya.
Nozomi 80-100 series
The train number mainly used for "Nozomi" that does not go to Hakata, such as Tokyo to Hiroshima.
Nozomi 130-180
The train number used for the special train of "Nozomi" between Tokyo and Hakata. Some trains depart and arrive at Okayama or Hiroshima.
Nozomi No. 200-260
The train number used for "Nozomi" between Tokyo and Shin-Osaka. Some trains are closed on holidays.
Nozomi 270-470
The train number used for the special train of "Nozomi" between Tokyo and Shin-Osaka.
Is it possible for JR Hokkaido to be "purchased" by the Hokkaido government so they can benefit from potential windfall if ever the Shinkansen becomes profitable?
I think they should only close Oshamambe-Otaru.
I take that back. This section's closure means Kutchan would have no railway access, and the towns of Kutchan and Niseko would NOT be satisfied. Instead, they can be converted to "green" operation, like the Obihiro-Kushiro or Asahikawa-Nayoro.
So, in a way, the Hokkaido Shinkansen is bankrupting JR Hokkaido.
Not quite, mostly because its already "bankrupt". The Tokyo-Sapporo air route is among the busiest in Asia, so a Shinkansen should work just as it has in Tohoku and Hokuriku etc. JR Hokkaido and JNR main failure was not building Sapporo into a more railway oriented city in the way Honshu Private Railways did (Sapporo has half the railway mode share of Prague despite being the same size).