BRT systems are generally found in urban areas, so it's definitely quite interesting to see a BRT system in a countryside area. Given the circumstances though, I guess it makes sense: the original railway line the BRT replaced was probably not very well-used, and when the 2011 Tohoku Earthquake destroyed large portions of the line, it probably didn't make much economic sense to rebuild the railway line given the necessary infrastructural costs and low ridership. Yet, an all-bus replacement would also have been much slower than the railway, having to use less-direct surface roads and mixing with regular road traffic, and it would also waste much of the surviving railway right-of-way and infrastructure. A BRT system is essentially a compromise between the two: the infrastructural costs are much cheaper, and it can also piggyback on any surviving railway infrastructure (which can be quickly modified for BRT operation) while retaining railway-like speeds and journey times.
BRT is definitely cheaper. cheaper to buy, cheaper to maintain. but that's all. in all other metrics, buses lose to rail. the key is passenger volume. let me explain. speed - trains are faster. rural trains usually cruise at 70-90kmph, but buses rarely go faster than 60-70kmph capacity - a single train car can probably carry 2-3x the passengers than a bus can carry efficiency - less friction in trains - steel wheels on steel rails compared to rubber wheels on tarmac emissions - a single diesel traincar will possibly consume more diesel than a bus due to the weight and power difference. but if you can fill that traincar full of people, CO2 emissions would probably be less per passenger-km, or at least comparable. if the company electrifies the railway and uses an EMU, emissions will be less running costs - probably about the same. if the company uses EMUs, they have less moving parts and cheaper to maintain than DMUs. if the company is able to invest in modern rolling stock and signalling, trains can technically be driverless. You can technically chuck multiple trains on the line with minimal increase in personnel costs because everything can be automated. however you can never go driverless on a bus. upfront costs - buses are cheap to buy and cheap to maintain. trains can be cheaper to run in the long term but the initial investment takes years to pay off - provided you have sufficient passenger volumes. the fewer the passengers, to longer it takes to pay off. a good compromise is to invest in light rail - something like tram or streetcar. these vehicles can cruise at 80-90kmph, fit 30-50 people per vehicle, and has all the benefits listed about eg. emissions, efficiency, automation, etc. the company can consider an electrified 3rd rail instead of an overhead catenary system to keep costs low. in the event of population growth in the future, scaling up is easy - just attach multiple cars in a go. in a BRT, you cannot simply send more buses as there needs to be a safety distance between them, and this is a single lane system with limited passing points.
Supreme Commander from what i have seen it might be slightly better due to the number of passing points and not having to wait as long for a oncoming bus to pass
Thanks for the video I think some parts of line are still no converted to brts lanes running on normal roads greatly impacts time taken for travel and I think a coach or Highway bus would be an better replacement for city buses for Formers speed and comfort.
I think brts is cheaper than streetcar, light rail and metro/subway and its implementation is key as well half-a**d projects wont make any difference whatsoever (case in point Washington DC streetcar it should have been an 11 mile line but only 5 mile is operational so it wont make any project goals). BRTS doesnt age well is my opinion in few years of operation the city would still have to look for higher capacity system, in this case tsunami devastated region and the company operating the line cant afford to renew tracks given the usage of system is low so far this brts is perfect. Btw can you tell me which cities are planning to implement it and are their plans available online.
but you have to consider that tires and fuel cost a lot vs electric powered trains. Developing countries should still implement Light Rails vs BRT. Light Rails are more cost efficient vs BRT.
the decision to implement any system depends upon pphpd (per person per hour towards one direction) higher the number it is the different system is used, if fuel cost and tire wear or let say general maintenance is consider the again buses are cheap in Europe an good passenger capacity tram/streetcar can cost upwards of 2 million euros but buses electric or diesel would be around 100k-150k such is cost difference. In money of two light rail trains we can buy dozens buses and there maintenance contract again maintaining rail lines is costly in long run than small roads. Light rail are cost efficient only if its carrying more number of people or the operational cost would be unbearable.
Doyeop Lee the damaged railway line is being ripped out and replaced with BRT, though they are leaving some of the old train stations intact, the bridges that are seen being built are to replace ones that were damaged so that the BRT line can follow the old railway route
Hmm not so. This dedicated bus lines, is a formerly a railway line that heavily damaged during 2011 earthquake and tsunami. Dedicated bus is quick ad replacement cheap replacement.
いつもご視聴ありがとうございます。確かにそっちのことですね。わざわざありがとうございます。 dear pingpongpung, The reply I did earlier seems to be incorrect Mosaic processing on video is to ensure the privacy of the crew.
@Dr Moriarty Depends on the country. English speaking countries have generally a less privacy driven culture. In my country you cannot just film strangers and publish them online. You would not only make people quite uncomfortable by filming them this close without permission and appear rude, but also it's against a law roughly translated as "right in one's own image". Especially the driver is not your personal actor, but his job is driving the bus. The video does not gain any more value by showing the face of the driver or passengers. I'm far more irritated by you demanding to invade others people privacy and threaten people with dislikes for something that's not topic of the video.
踏切はBRT優先にして欲しいね。
あと、制限速度を自動車専用道路並の70~80kmまで引き上げて問題ないと思う。
法律なんとかしようよ政治家さん達よぉ。ほんと仕事おせーな
民主党政権の弊害かも。
@@サザンライナー いや、適当なこと言うなよ。
自民党が法律変えればいい話。何でもかんでも民主党政権のせいにするの、浅はかすぎる。
もはや明治大正の法律なんてどんどん変えるべきですわ
どんだけ車両性能が違うと思ってるんだと
最初に説明した運転士の人ずいぶん丁寧に説明されますね。
BRT systems are generally found in urban areas, so it's definitely quite interesting to see a BRT system in a countryside area. Given the circumstances though, I guess it makes sense: the original railway line the BRT replaced was probably not very well-used, and when the 2011 Tohoku Earthquake destroyed large portions of the line, it probably didn't make much economic sense to rebuild the railway line given the necessary infrastructural costs and low ridership. Yet, an all-bus replacement would also have been much slower than the railway, having to use less-direct surface roads and mixing with regular road traffic, and it would also waste much of the surviving railway right-of-way and infrastructure. A BRT system is essentially a compromise between the two: the infrastructural costs are much cheaper, and it can also piggyback on any surviving railway infrastructure (which can be quickly modified for BRT operation) while retaining railway-like speeds and journey times.
BRT is definitely cheaper. cheaper to buy, cheaper to maintain. but that's all.
in all other metrics, buses lose to rail. the key is passenger volume. let me explain.
speed - trains are faster. rural trains usually cruise at 70-90kmph, but buses rarely go faster than 60-70kmph
capacity - a single train car can probably carry 2-3x the passengers than a bus can carry
efficiency - less friction in trains - steel wheels on steel rails compared to rubber wheels on tarmac
emissions - a single diesel traincar will possibly consume more diesel than a bus due to the weight and power difference. but if you can fill that traincar full of people, CO2 emissions would probably be less per passenger-km, or at least comparable. if the company electrifies the railway and uses an EMU, emissions will be less
running costs - probably about the same. if the company uses EMUs, they have less moving parts and cheaper to maintain than DMUs. if the company is able to invest in modern rolling stock and signalling, trains can technically be driverless. You can technically chuck multiple trains on the line with minimal increase in personnel costs because everything can be automated. however you can never go driverless on a bus.
upfront costs - buses are cheap to buy and cheap to maintain. trains can be cheaper to run in the long term but the initial investment takes years to pay off - provided you have sufficient passenger volumes. the fewer the passengers, to longer it takes to pay off.
a good compromise is to invest in light rail - something like tram or streetcar. these vehicles can cruise at 80-90kmph, fit 30-50 people per vehicle, and has all the benefits listed about eg. emissions, efficiency, automation, etc. the company can consider an electrified 3rd rail instead of an overhead catenary system to keep costs low. in the event of population growth in the future, scaling up is easy - just attach multiple cars in a go. in a BRT, you cannot simply send more buses as there needs to be a safety distance between them, and this is a single lane system with limited passing points.
@@namele55777 before the railway switched to BRT systems, the trains used to be in service were all DMU, so i think it's not heavy traffic route
起きてほしくないですが、もし災害があった場合、物資を円滑に調達できそうです。
三陸道も使えます
三陸道の方が安心できますね。海沿いより
柳津から盛まで、支線部分以外は全区間乗ってきました。ここに再度レールが敷かれることはないと思うと残念ですが、需要や運行コストを考慮するとBRTくらいの輸送力で十分なのかもしれないですね。横文字を使うと新しい交通システムのように錯覚しますが、やってることは奈良県の旧五新線と同じですね(^^;;
この手の「BRT」は中長期的に見て鉄道を復活させることがある際の「鉄道用地保存」としての意義を持たせて欲しい。（大船渡線BRT乗車での感想）
ないね
0:58 沿線電話がある
Looks like they repurposed an old rail line. Interesting.
that's exactly what they did, most of the BRT lines are lines that were damaged as part as the Great East Japan Earthquake
im curious if this system really is efficient?
Supreme Commander from what i have seen it might be slightly better due to the number of passing points and not having to wait as long for a oncoming bus to pass
They are merged with regular roads which can be more flexible as time passes to have a different routes.
@@bisugzzz It is better than a conventional train for this kind of situation.
そのうち柳津～前谷地は1ヶ月で復旧したけど残りはBRTになった。
Great video Nagomi, documents well the BRT transition from rail, very interesting to watch, appreciate your work.
BRTは運賃支払に
BRT専用ICカード「odeca」、JR東日本が発行しているICカード
「Suica」及びSuicaと相互利用を行っている他の交通系ICカードが使えるのです
柳津から陸前戸倉が専用道になりましたね。また乗りにいきます。
元々は日本鉄道建設公団（現鉄道建設運輸施設整備支援機構）が建設された路線だから路盤はしっかりとしていますね‼️。
良いビデオ多くのありがとう
きれいな景色！
26:48
吹いたじゃねーかw
@@nyankotrain1951 二段クシャミ
フエックシュクシュ！
臭そう…(ﾎﾞｿｯ)
信号のセンサーがもっと手前に設置すれば、青信号の切替が早くなり、スピードアップに繋がるかも。
そういや、この気仙沼線と大船渡線とBRTがありますが、この区間に限ってはodecaというSuicaと同じ形式のICカードが対応されてますね。
そのodecaは元々柳津を除く主要駅となる志津川・本吉・気仙沼・陸前高田・盛で取り扱われてますが、3ヶ月前に盛岡の循環バスでも対応を始めたために、盛岡駅東口のバスターミナルの窓口でも取り扱いを始めているとか。
odeca区間はSuicaなども使用が可能ですが、逆はダメなようです。
仙台地区のSuicaエリアにだけ対応の地下鉄版のicscaもNGのようです。
Thanks for the video I think some parts of line are still no converted to brts lanes running on normal roads greatly impacts time taken for travel and I think a coach or Highway bus would be an better replacement for city buses for Formers speed and comfort.
氣仙沼線改建為BRT線真的非常完美，其實建議許多營運不善欲廢止地方交通線可以考慮改建為BRT專用道，台灣也可以參考該設計，把各地交通流量較大地區的糖鐵廢線改建為BRT專用道，而非都只拿來做為自行車道，那樣真的非常浪費原有的路廊，也可避免重新規畫徵收輕軌路廊的經費，或是BRT與道路共用路廊賭塞的問題
本当ならこれは仮復旧で鉄道の運転再開こそが本復旧になるはずだった。
日田彦山線もBRTでの復旧が決定しましたね‼
動画紹介になかったですけど、本吉で運転手が交代しているんですね！
今にもキハ40が走って来そうな気がしますね。
専用道がすれ違いが出来るように出来たら、待ち合わせのバスを待たず早いかと思います。ここの所便が減ったような気がする？あまり利用する人がいないのかな？専用道だいぶ出来て来ましたけどね。渋滞ないから早いですね。
付近に民家か建てれなくなり、人が減ったから鉄道はもう復活はしないでしょうね。
まあでもバスも速そうだし、不便にはならないだろうから地元の足としてはこれでもよかったのかな。
ガイドレールつけて、ガイドウェイバスにしたら速く安定して走れそうだけど、コストかかり過ぎて駄目なのか。
自動運転の実証始めてますよ。
@@douga9996 あー。つくばとかでしたっけ？実験してるの。
そしたら横を通過する一般道路が通行止めになりガイドレールを着けるのは高架にしないと難しいかと
@@ラーメン-j1h 線路用地の専用道なら高架にしなくていいし、一般道の交差部分はガイドレールつけなければいいから、やれなくはないかと。
まっ、コスパ考えたらしないでしょうけど。
ガイドレールまで行っちゃうとコスト上がるんで気仙沼ならこれがベストかと。
専用線であるだけでとても偉大です
surprised the ride is a little rough over disused railway lines, them been so flat form rail base
やっと見れた💨私寂しいバストレイルだったょ😅柳津駅についたときの不安感ハンパなかったな✌👋
出来ることであるならば、鉄路復活して欲しい、今となってはもうどうしようもないけど…あの震災…忘れてたまるか！
Amazing... Great video... Thanks !!! 👏☺👍
開業当初からバス停の駅が増えている件
今は路面も新しいから快適そうですが、いずれ時間が経ち道路に傷みが出て客が減って来ると一般道に降ろされて時間が不正確になり客が減りバスも廃止に向かう様な気がする、バスの廃止は鉄道の廃止ほど目立たないからJR東日本ならやりそう、この路線だって最初は「鉄道復旧までの仮の物」と言ってたけど実際はどうなった。一抹の不安が残る。
バスが変なのか、道路が変なのかは分からないけど普通の路線バスよりかなり揺れが多い気がする
wow lovely images well done!
풍경이 대단하네요
まるで、列車に乗っているような感覚
それでこそほんもののBRTなんですよー
志多見線みたいにガイドウェイ式にしたらいいのに
やはり、地方は鉄道よりはバスの方が良いんだろうか。
震災前から1日数本の赤字路線に1100億円の大金をかけるメリットはない。それをお情けでBRTで復旧させた。
過疎地域を結ぶ線なら、コスト的にも専用道路プラスBRT。これがベストかもですね
LRTならともかく、普通鉄道は維持費が払えなくて詰みそうです
地元です。
Is BRT really a good mode of transportation?
yes but it depends upon the number of people using it.
Prabhanjan Kulkarni some cities here in the phil are planning to imolement it, i say it is a waste of money
I think brts is cheaper than streetcar, light rail and metro/subway and its implementation is key as well half-a**d projects wont make any difference whatsoever (case in point Washington DC streetcar it should have been an 11 mile line but only 5 mile is operational so it wont make any project goals). BRTS doesnt age well is my opinion in few years of operation the city would still have to look for higher capacity system, in this case tsunami devastated region and the company operating the line cant afford to renew tracks given the usage of system is low so far this brts is perfect. Btw can you tell me which cities are planning to implement it and are their plans available online.
but you have to consider that tires and fuel cost a lot vs electric powered trains. Developing countries should still implement Light Rails vs BRT. Light Rails are more cost efficient vs BRT.
the decision to implement any system depends upon pphpd (per person per hour towards one direction) higher the number it is the different system is used, if fuel cost and tire wear or let say general maintenance is consider the again buses are cheap in Europe an good passenger capacity tram/streetcar can cost upwards of 2 million euros but buses electric or diesel would be around 100k-150k such is cost difference. In money of two light rail trains we can buy dozens buses and there maintenance contract again maintaining rail lines is costly in long run than small roads. Light rail are cost efficient only if its carrying more number of people or the operational cost would be unbearable.
why is this so sattisfying
Inventief! 🇳🇱
こんにちは ですねー！
バスだと早く感じるww
Good documentation. Are they actually restoring the railway line or just completing the BRT route? I see some new bridges, etc. not yet in use.
I bet they're just completing the BRT line; there is currently no plan for any restoration of the damaged railway line
Doyeop Lee the damaged railway line is being ripped out and replaced with BRT, though they are leaving some of the old train stations intact, the bridges that are seen being built are to replace ones that were damaged so that the BRT line can follow the old railway route
鉄道よりランニングコスト安そう
バス高速輸送システム。鉄道と路線バスの中間。2017年の九州北部豪雨で被災したJR日田彦山線(添田～日田)も同様のシステムで復旧予定。
？？？信号場？？
This is in Japan?
hank scorpio 日本人？
Yes
Yes, sir
もう鉄道線としては復活はしないんですよね？
いろいろと紆余曲折があったのかも知れんが、何故片側１車線(鉄道で言う複線)ではないのやら・・・🤔
もともと単線ですからね。橋とかトンネルは本当にバス一台しか通れないです。
複線化する土地も費用もないからなのだ
@@ヤス-l4bそれと、そもそも必要性がない
京都市バスの声？
しょうchannels この音声は、最近伊豆箱根バスにも採用されていますよー
うぽつです
一般道と、勘違いして侵入してく
る対策は？どうなってるのかな
運転士が叱りつける。
入口に駐車場の入口みたいなバーがある
南気仙沼駅の場所が大きく変わっていて、違和感を感じるけど、仕方ないのかなぁ。
ここも大きな被害を受けたのかな？
ここマイカーで走りたいわー
Seems like a waste of money. They should have used the existing road infrastructure.
Hmm not so. This dedicated bus lines, is a formerly a railway line that heavily damaged during 2011 earthquake and tsunami. Dedicated bus is quick ad replacement cheap replacement.
乗り心地は鉄道に比べると正直かなり悪そう
(橋を渡る際の段差の衝撃とか)
wholly?? mamufacturing??
東北ではあれが（brt)必要なんですか?
交通量が少ないはずなんだけど
あれは、JR東日本が廃線に追い込む第1手段だそうです。（鉄道残すからという言い訳で）
さすがにBTRバスは大半が一般道を走っているじゃん。あとBTRバス専用道路は一般車両は通行できないので緊急車両はさすがに無理か。
BRTな
山本紫苑 おそらく緊急車両は緊急時のみ通行できると思います
阪堺電鉄の声やん
阪堺電車の事？
多分違いますよ。
這樣的路真的有人搭嗎？
今どうなってるか知らないが、現在もこの交通量ならばここのBRT は無駄。
ここまで利用者人口が少ないと駅間が長い分BRTだろうと採算は取れない。
また「オーバーン」のような形でないとスピードが出せないので速達性も期待できない。やらない方が良かった。
So slow
By the way....what are you hiding in the top of the screen? Video disliked for censorship until you tell me what it is.
I hide it with memo paper which was familiar so as not to transfer passengers etc. I'm sorry I made it uncomfortable.
nagomi view いつも楽しく拝見しております。
おそらくこの方は、メモのことではなく、フロントウィンドウ上部のモザイクのことをおっしゃっているのではないでしょうか。
いつもご視聴ありがとうございます。確かにそっちのことですね。わざわざありがとうございます。
dear pingpongpung,
The reply I did earlier seems to be incorrect
Mosaic processing on video is to ensure the privacy of the crew.
@Dr Moriarty Depends on the country. English speaking countries have generally a less privacy driven culture.
In my country you cannot just film strangers and publish them online. You would not only make people quite uncomfortable by filming them this close without permission and appear rude, but also it's against a law roughly translated as "right in one's own image".
Especially the driver is not your personal actor, but his job is driving the bus. The video does not gain any more value by showing the face of the driver or passengers.
I'm far more irritated by you demanding to invade others people privacy and threaten people with dislikes for something that's not topic of the video.
もう都市部や都市間輸送、新幹線など主要幹線除いて、鉄道は全面的に廃止してこういうのに置き換えてもいいんじゃないでしょうか。
dou ga99 ゆとりーとライン的なw
大災害が起こって被災したらBRT化が活発になるかもね
法整備が遅すぎるからなぁ…
もう少し速度を上げる必要があるかもね
なんだよ、ほとんど一般道走ってるじゃん！
こりゃダメだ。
例えば志津川あたりは盛り土とか、橋脚が流されてたりして、鉄道跡からBRT専用線にするのはしばらく時間かかりそうですね。