Thank you for visiting. This video was taken in 1985. Local private railway trains at that time had weak motor output, and the snow may have had an effect.
I've watched several videos of these train models and they still accelerated painfully slowly regardless of weather conditions. Other old electric multiple units in Japan had more powerful DC traction motors and accelerated faster. I thought suburban EMU trains in Ukraine were the slowest to accelerate. To be fair, post-Soviet EMU trains, like the ER2 and ER9 trains had powerful traction motors. As shown in the video on this link, the conductors, I think, were trying to save energy: th-cam.com/video/RgIcpgMIB84/w-d-xo.html
@@ZIPANG1067 I think I know why the railway was notorious for slow accelerations. Moha 12 and 41 trains were supposed to have four traction motors, but there were only two motors or one motor per bogie, each driving one axle, making their wheel arrangement (1'A)A1' instead of the traditional Bo'Bo' for electric multiple unit sets or self-propelled cars. If they were trying to save money on traction motors, they could've gone with the B'B' wheel arrangement where a single motor drives all the two axles of a bogie, but they used one of the most inefficient ways of mechanical transmission. I hope the manufacturer didn't repeat the same mistake with newer trains of the railway, like Moha 61s. If I'm not wrong, there was another reason and that was because only one traction substation was used, I guess. I saw a clip from one video about the three-station section of the same railway, that was closed down about 14 years after the rest of the railway was closed down. In that clip, there was a small locomotive pulling two Moha 41s and because of the decent current draw, there was enough voltage drop across the power lines to dim the locomotive's headlamp by around three times. The traction substation is already pretty far away from the station the train departed from, which adds up to the resistance of the power lines. For different voltages, there's a limit to how far the wires can stretch before there's too much voltage drop, in this case, 600 V DC was used for the traction substation, which means you could transmit power up to three kilometers, but with a big enough traction substation and enough wires per phase, the power lines could extend further
@@ebtv445 About 40 years ago, it seems that they could not have invested in facilities for a railway that had no prospect of attracting customers. I imagine the best they could do was maintain the rolling stock until the railway was abolished. Nonetheless, thank you for the detailed report.
金割鉱泉懐かしいです。
10年以上前に廃業されてしまったようです。
乗客が少なくとも3両で、高松駅のホームに泊まり切れないところが何とも御愛嬌です。
今でも金割鉱泉、高松駅ともその痕跡が伺えることが、せめてもの救いです。
今回も懐かしい映像ありがとうございました。
コメントありがとうございます。
蒲原鉄道か廃止になっても、金割鉱泉は25年も営業していたのですね。金割鉱泉は山の中にあり、周囲には何もなかったですよね。高松駅近くの線路を跨ぐようにして、割と立派な道路が通ってはいましたが……。
村松～加茂間の映像、ずっと見てみたいと思っていたのでありがたいです！
海外旅行もいいですが、もしこの時代のローカル私鉄を巡ることができたら・・・と強い憧れを感じます。
コメントありがとうございます。
蒲原鉄道は良い雰囲気のローカル私鉄でしたから、仰ることが良く分かります。
動画投稿をしてみて、改めて魅力的な鉄道だったと感じております。
本当に貴重な映像ありがとうございます。
今は金割鉱泉も廃墟と化し、少し淋しい田園地帯となっております。
ありふれた田園地帯なのですが、駅舎、軌道、架線、そして電車が風景に
いろどりを与えてくれます。
コメントありがとうございます。
今も蒲原鉄道ファンの方は、意外と多いようですね。
動画冒頭のシーンは、金割鉱泉に泊まったことで撮れたようなものです。
そんなこともあり、私も金割鉱泉は想い出深い宿となっています。
貴重な映像ありがとございます。懐かしいです。
コメントありがとうございます。
お楽しみいただけたようで何よりです。
雪景色の蒲原鉄道、いいですね！
コメントありがとうございます。
楽しんでいただけたようで何よりです。
金割鉱泉は今や廃墟と化しています、この当時はけっこう有名だったんですけどね。雪の量も今より明らかに多いかと。懐かしい風景ですわ。
コメントありがとうございます。
撮影時に金割鉱泉に泊まったので、廃墟化というのは寂しいですね。
チャンネル登録しました。
自分は乗ったことも見たことをないですが祖母が使っていたので蒲鉄の話はよく聞いてたので加茂線の映像が見れて嬉しいです！
コメントありがとうございます。
視聴者の方のおばあさまが蒲原鉄道で働いていたので、動画を見せたいと仰っていました。
蒲原鉄道の動画が、おばあさま繋がりでお役に立ててホッコリしております。
また、チャンネル登録ありがとうございました。
蒲原鉄道には、かつてバラエティー富んだ車両が、いっぱい有りました。
モハ91＋モハ61の編成もあったとは。
モハ81＋クハ10＋モハ71の編成も有りました。
蒲原鉄道には、乗車したことはあるのですが、モハ91、モハ11、モハ12、モハ81には、乗車出来なかったです。
コメントありがとうございます。
私が乗車したのは、モハ12，モハ31，モハ41ぐらいだったと思います。
I wonder why were the trains accelerating very slowly. Was there an energy crisis or something?
Thank you for visiting.
This video was taken in 1985.
Local private railway trains at that time had weak motor output, and the snow may have had an effect.
I've watched several videos of these train models and they still accelerated painfully slowly regardless of weather conditions. Other old electric multiple units in Japan had more powerful DC traction motors and accelerated faster. I thought suburban EMU trains in Ukraine were the slowest to accelerate. To be fair, post-Soviet EMU trains, like the ER2 and ER9 trains had powerful traction motors. As shown in the video on this link, the conductors, I think, were trying to save energy:
th-cam.com/video/RgIcpgMIB84/w-d-xo.html
@@ZIPANG1067 I think I know why the railway was notorious for slow accelerations. Moha 12 and 41 trains were supposed to have four traction motors, but there were only two motors or one motor per bogie, each driving one axle, making their wheel arrangement (1'A)A1' instead of the traditional Bo'Bo' for electric multiple unit sets or self-propelled cars. If they were trying to save money on traction motors, they could've gone with the B'B' wheel arrangement where a single motor drives all the two axles of a bogie, but they used one of the most inefficient ways of mechanical transmission. I hope the manufacturer didn't repeat the same mistake with newer trains of the railway, like Moha 61s.
If I'm not wrong, there was another reason and that was because only one traction substation was used, I guess. I saw a clip from one video about the three-station section of the same railway, that was closed down about 14 years after the rest of the railway was closed down. In that clip, there was a small locomotive pulling two Moha 41s and because of the decent current draw, there was enough voltage drop across the power lines to dim the locomotive's headlamp by around three times. The traction substation is already pretty far away from the station the train departed from, which adds up to the resistance of the power lines. For different voltages, there's a limit to how far the wires can stretch before there's too much voltage drop, in this case, 600 V DC was used for the traction substation, which means you could transmit power up to three kilometers, but with a big enough traction substation and enough wires per phase, the power lines could extend further
@@ebtv445 About 40 years ago, it seems that they could not have invested in facilities for a railway that had no prospect of attracting customers.
I imagine the best they could do was maintain the rolling stock until the railway was abolished.
Nonetheless, thank you for the detailed report.