Heyday of the Ministry of Railway. The Japanese Super Express Trains; Tsubame (swallow), Huzi (Mt. Fuji) and Sakura (cherry blossom) under the full-moon light. October 1930. Presented by the “Group for Modeling the Early Days of the Japan National Railway” Crew: the "Nonki "(easy going) boys. Explanation: In the decade following World War 1 (1918), the world economy was very unstable and dismal. The Great Kanto Earthquake (1923) further slowed the Japanese economy. Under such circumstances, railway income significantly decreased. As one of the measures for income recovery, the Ministry of Railway (predecessor of the Japanese National Railway) planned to introduce a new limited express train, connecting Tokyo and Kobe, in 1930. There had been overnight limited expresses, connecting Tokyo and Shimonoseki, for passengers going from Tokyo to the continent by seaway from Shimonoseki via Dalian (From Dalian, these passengers take a ride on the South Manchuria Railway, which later introduced the famous Limited Express “Asia” in 1934.) to Europe. For the convenience of passengers from Tokyo, these overnight limited expresses passed through the Osaka area late at night and arrived at Shimonoseki Terminal Station in the morning. This was inconvenient for the large number of potential passengers going back and forth between Tokyo and the Osaka area. The Ministry of Railway called from the public for naming the new limited express between Tokyo and Kobe together with the overnight limited expresses between Tokyo and Shimonoseki, which up to then had been called only by the train numbers. The limited expresses were named in 1929 as follow. 1. Tsubame, (swallow) for the new business type express to be launched in 1930 between Tokyo and Kobe. 2. Huzi (Mt.Fuji) for the traditional type between Tokyo and Shimonoseki 3. Sakura (cherry blossom) for the traditional type between Tokyo and Shimonoseki Then, the Ministry started high speed experiments for the limited expresses with great success. The operation hour between Tokyo and Kobe was reduced by more than 2 hours and 25 minutes, down to 8 hours and 55 minutes. The maximum speed, however, was only 99.8 km/h. The following is a summary of how this was achieved by the new express " Tsubame ". 1. Steam locomotives were used all the way between Tokyo and Kobe, even in the electrified section to save time to change locomotives. 2. Steam locomotive C51 (1919 -) was used. 3. New high power 3-cylinder steam locomotives C53 (1929 -) were used only as pushers in mountainous areas, due to its low reliability. 4. In order to save stopping time for water, the locomotive water was supplied from a water car "MIKI" in addition from its tender. 5. Pusher locomotive uncoupling were performed while in motion. The experiment meant that the super express " Tsubame " which leaved Tokyo at 9 am could arrive at Kobe at 6 pm. (September 1, 1930) In other words, the purpose of "Tsubame" was to realize the potential demand and to contribute actualizing them. The successful result strongly contributed to the growth of the Ministry of Railway’s revenue in the 1930's. It also proved that the railroads can successfully develop new markets by utilizing existing technologies such as steam engines without using new technologies such as electricity. (Note) This video is based on my imagination, using HO model trains on my layout "Koshin Matsukaido Line". Therefore, it may not be an accurately recreation of the actual past. Thank you for your understanding and forgiveness.
너무 멋집니다. 대단합니다!👍
久しぶりに本格的な素晴らしいレイアウトを見せていただきました。これだけのものをこのディテールで仕上げるには並大抵ではない情熱と労力を注がれた事とお察しします。「高慎線」の発展した姿と知り、納得いたしました。海岸線の情景はことさら秀逸ですね。落ち着いたカメラワークも見事で、これまで気にした事がなかった機関車や客車のスポークの動きも美しく感じました。
小生は鉄道模型には全く素人ですが、まず、海、川、山、田園風景を含めた技巧が細部にわたり圧倒されました。朝昼晩の光と撮影の角度も素晴らしい。機関車などはリモートで動かしているんですかね？ターンテーブルが素晴らしい。
実にノスタルジックですね。昭和6年は小生はこの世におりませんでしたが。
それにしても、こういうことに時間が割けられる環境にある作者たちがうらやましい。
良い意味での、超貴族的な趣味ですね。
昔、日商岩井の海部さんが毎週一日を誰も来ないビルの個室にこもって、鉄道模型に凝って精神を癒されていた、という報道がありましたが、これを見てよく理解できます。
仕事で精神がざわついて忙しい人ほど、違った頭の神経を使って集中することによって、モデルが出来上がる過程に、精神を解放されていたのかもしれませんね。
この鉄道モデルには一人も人物が出てきません。客車を夕日の逆光で見ても、乗客はいないようですね。駅長さんもいない。よほど人間を投入すると雑音と感じられると思っているのかもしれません。人間がいるとpurityが壊れる？
素晴らしいです。
久々に模型の映像で鳥肌が立ちました
とてもリアルで素敵なレイアウトですねー！
素晴らしい。細部にわたり作りこまれている。一つ一つに意味を持って表現されている。先々自分も、国鉄末期時代で再現したいものです。お金だけではない、アイデアもたくさんある気がします。
水槽車付きC51、後補機はC53ですなあ…EF50牽引も格好いい…
映像に圧倒されました。
脱帽です。
黒澤明のリアリズムと円谷英二の特撮技術の融合ですね。
リアルさが博物館のレイアウトを超えてますね！
Heyday of the Ministry of Railway.
The Japanese Super Express Trains; Tsubame (swallow), Huzi (Mt. Fuji) and Sakura (cherry blossom) under the full-moon light. October 1930.
Presented by the “Group for Modeling the Early Days of the Japan National Railway”
Crew: the "Nonki "(easy going) boys.
Explanation:
In the decade following World War 1 (1918), the world economy was very unstable and dismal. The Great Kanto Earthquake (1923) further slowed the Japanese economy. Under such circumstances, railway income significantly decreased. As one of the measures for income recovery, the Ministry of Railway (predecessor of the Japanese National Railway) planned to introduce a new limited express train, connecting Tokyo and Kobe, in 1930.
There had been overnight limited expresses, connecting Tokyo and Shimonoseki, for passengers going from Tokyo to the continent by seaway from Shimonoseki via Dalian (From Dalian, these passengers take a ride on the South Manchuria Railway, which later introduced the famous Limited Express “Asia” in 1934.) to Europe.
For the convenience of passengers from Tokyo, these overnight limited expresses passed through the Osaka area late at night and arrived at Shimonoseki Terminal Station in the morning. This was inconvenient for the large number of potential passengers going back and forth between Tokyo and the Osaka area.
The Ministry of Railway called from the public for naming the new limited express between Tokyo and Kobe together with the overnight limited expresses between Tokyo and Shimonoseki, which up to then had been called only by the train numbers.
The limited expresses were named in 1929 as follow.
1. Tsubame, (swallow) for the new business type express to be launched in 1930 between Tokyo and Kobe.
2. Huzi (Mt.Fuji) for the traditional type between Tokyo and Shimonoseki
3. Sakura (cherry blossom) for the traditional type between Tokyo and Shimonoseki
Then, the Ministry started high speed experiments for the limited expresses with great success. The operation hour between Tokyo and Kobe was reduced by more than 2 hours and 25 minutes, down to 8 hours and 55 minutes. The maximum speed, however, was only 99.8 km/h.
The following is a summary of how this was achieved by the new express " Tsubame ".
1. Steam locomotives were used all the way between Tokyo and Kobe, even in the electrified section to save time to change locomotives.
2. Steam locomotive C51 (1919 -) was used.
3. New high power 3-cylinder steam locomotives C53 (1929 -) were used only as pushers in mountainous areas, due to its low reliability.
4. In order to save stopping time for water, the locomotive water was supplied from a water car "MIKI" in addition from its tender.
5. Pusher locomotive uncoupling were performed while in motion.
The experiment meant that the super express " Tsubame " which leaved Tokyo at 9 am could arrive at Kobe at 6 pm. (September 1, 1930)
In other words, the purpose of "Tsubame" was to realize the potential demand and to contribute actualizing them. The successful result strongly contributed to the growth of the Ministry of Railway’s revenue in the 1930's. It also proved that the railroads can successfully develop new markets by utilizing existing technologies such as steam engines without using new technologies such as electricity.
(Note)
This video is based on my imagination, using HO model trains on my layout "Koshin Matsukaido Line". Therefore, it may not be an accurately recreation of the actual past. Thank you for your understanding and forgiveness.
Thank you for your information.
I like Japan country.
煙出ていたら実物かと思う
銀座の天賞堂でアダチのC51見たとき欲しいと思ったけど金も制作技術も無いんだよな。
こだわっとるワリには
煙あれへんやんけ！！煙出せ！煙！！
音楽が合っていないです 鉄道唱歌にでもしてみよう