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Thread: Japan

  1. #6451
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    Yep. Same routine as last time. Also with each new version check missing dependencies in Content Manager. Ignore the unknowns and download the ones that are available for download. Once into Trainz chose edit route> delete missing assets and then like last time resave the route under your preferred name like for example : Icarus Shinkansen 2.0 BS7. Rowletmaster version.

  2. #6452
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    Quote Originally Posted by duskeyduskey View Post
    Here are a few screenshots from me.

    Left alone in the dark


    https://www.trainzportal.com/mytrain...post_id=265917

    Tokyo Metro 05 and Toei 6000 at Ino station


    https://www.trainzportal.com/mytrain...post_id=265918

    Morning of color. Ino station.


    https://www.trainzportal.com/mytrain...post_id=265919
    I like them all. Very good shots. Nice mood in them.
    What is the name of the security system in the rail like you see on the metro 05 shot. It is probably a trackside object that you can attach to the rails. I am searching for those boxes but I don't know their name (ATC boxes or something). Are there anyone on the DLS?

  3. #6453

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    Quote Originally Posted by pagroove View Post
    I like them all. Very good shots. Nice mood in them.
    What is the name of the security system in the rail like you see on the metro 05 shot. It is probably a trackside object that you can attach to the rails. I am searching for those boxes but I don't know their name (ATC boxes or something). Are there anyone on the DLS?
    Here, <kuid:438196:2715> JP ATS 01 trackside.
    They're just for show, they dont really work

  4. #6454

  5. #6455

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    Last edited by duskeyduskey; August 2nd, 2021 at 01:45 AM.

  6. #6456
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    They're just for show, they dont really work

    Thank you that doesn't matter I have invisible signals in the place but I've searched for something like that.



    Quote Originally Posted by duskeyduskey View Post
    Nice keep them coming and spamming the screenshots thread is what the screenshots thread is all about .

  7. #6457

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    Quote Originally Posted by duskeyduskey View Post
    My first time driving on the Icarus Shinkansen Route
    Sorry for the screenshot spam.
    Huh. Where'd you get Kuro's 100? The last time Ive heard of his 100 was 2 or 3 years ago. Did he secretly released it, or what happened?
    Transportation Nerd, Furry, Nothing else to say here.

  8. #6458

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    Quote Originally Posted by ricardolucasandoval View Post
    Huh. Where'd you get Kuro's 100? The last time Ive heard of his 100 was 2 or 3 years ago. Did he secretly released it, or what happened?
    I got it from Here. He released it privatly on his Facebook page
    Last edited by duskeyduskey; August 2nd, 2021 at 09:35 PM.

  9. #6459

  10. #6460
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    Finally, after several days of work and multiple last-minute corrections, my 211 Series pack is now complete!
    (thanks also to duskeyduskey for having tested these!)



    You can provisionally download it from here. it will soon be avaible on my website as well. Note that for the consists that include double-decker cars, you'll have to download said cars separately from my website here.
    As noted by duskeyduskey, if you miss <Kuid:668654:102415> download my Kintetsu 3200 Series pack as well.



    Now, the 211 Series is often overlooked within the vast panorama of Japanese electric multiple units. It's a middle-way: neither one of the classic and beloved JNR-era designs like the 113 Series, nor part of the more modern and famous Shin-Keiretsu Densha family (such as the E231 and E233 Series).
    However, the 211 Series has been a crucial asset for many lines and depots for well over 30 years, and has been particularily influential, in it's own little niche, on the subsequent generations of suburban electric multiple units.

    The story of the 211 Series began, like many similar designs, in the mid-1980s, with the looming privatization of the JNR.
    At that time, the national railways were seeking for a new design that would have been worthy of replacing the famous 113 and 115 Serieses, JNR's standard suburban trains wich by then had been in production for nearly 20 years, on suburban and regional services thruought the country, starting from the Tokyo Metropolitan Area.

    The new suburban train design had two main objectives: achieving considerable electricity (and thus monetary) savings and improving JNR's image, as by then the massively idebted pubblic company was being percieved by the travelling pubblic as old, late, overcrowded and inefficient.

    The idea behind the 211 Series was to have a train that would have been conceptually similar to the existing 113 and 115 Serieses (therefore using the same bodyshell size, three doors and cross-seating arrangment) but with a slew of technical improvments, including the usage of a stainless steel bodyshell (wich, depsite the higher upfront cost being a little higher than conventional carbon steel ones, long-term savings could be made thanks to their durability, as they did not need frequent rust-removal maintainance works, was overall lighter and painting could be reduced to a bare minimium of just a side colored line), bolsterless bogeys with pneumatic suspensions, offering a far more comfortable ride than older spring-suspension ones and an improved resistor traction control with additional field weakening notches, coupled with a very responsive regenerative electric braking, granting the considerable energy savings (and thus reduced operating costs) that JNR had yearnt so long for.

    Most of these (and many other) improvments were also implemented on the 205 Series commuter train, wich was being designed at the same time as a replacement for the dated 103 Series.
    To contain costs, both serieses had been designed at the same time, and shared almost the entirety of their technical components, including the same traction motors, pantographs, bogeys and driving desks. However, the 211 Series had a different transmission gearing compared to the 205 Series, more oriented towards speed than accelleration (110Km/h vs 100Km/h as maximium speed). Another notable fetaure was the modern front design, wich consisted in a single-block-molded fiberglass "mask" fixed to the stainless steel bodyshell.

    Avoiding having to design two entierly different serieses for warm and cold climate regions (as were the 113 and 115 Serieses), JNR's designers decided that the 211 Series would've been a basic standard design with eventual subserieses' minute differences to cope with the harsher cold regions' climate.
    Four basic subserieses were designed:
    - The -0 Subseries was to be the base of the group, being designed for warm regions (south of Tokyo) and fitted with a cross-seating arrangment.
    - The -1000 Subseries was intended for cold regions (northwards of Tokyo as far as the 1.5Kv DC catenary went) and was fitted with a cross-seating arrangment.
    - The -2000 Subseries was intended for warm regions and was fitted with longitudinal seating (like "proper" commuter trains).
    And finally, the -3000 Subseries was intended for cold regions and was fitted with longitudinal seating.

    All four subseries were built starting from 1985 and were introduced simultaneously with the timetable change of the 3rd of March 1986 in two areas: Tokyo and Nagoya.
    Tokyo obviously got the bulk of the first order, with -0 and -2000 subseries sets (formed in 10+5-car sets) being deployed on Tokaido Line services between Tokyo and Atami and with -1000 and -3000 subserieses (formed in -5 and -3-car sets eventually coupled togheter to form 15-car sets) being deployed on the Takasaki and Utsunomiya Lines between Ueno and Takasaki or Kuroiso.
    15-car sets on both lines were fitted with two single-level SaRo 211 type reserved-seating green cars. All of the Tokyo area sets were fitted in an adaptation of the "Shonan" livery of 113 and 115 Series trains: orange and dark green.

    Nagoya got a far smaller, but nonetheless more interesting fleet instead: just two four-car sets. Historically, the Nagoya area had been very neglected by JNR, wich, due to more pressing issues with the Tokyo area and cross-country mainlines, always relegated both the Osaka and Nagoya metropolitan areas (the latter far more than the former) commuter trains to the bottom of the "to-do" things list.
    At the time, Nagoya's commuter train fleet was essentially formed exclusively of 113 Series trains, wich were unsuitable for urban services, and a small, insufficient, detachment of six-car 103 Series trains, wich had been transferred to Nagoya, almost as an "emergency", mesaure in 1977. Thus, JNR's role in the Nagoya area remained a far secondary one, with the bulk of passengers being shared between Meitetsu railway and the private automobile, a situation that partially persists to this day.
    Thus, in an attempt to improve it's image and to have additional income on neglected lines, JNR introduced a dedicated rapid suburban service in the Nagoya area, dubbed "City Liner", a name that JNR had been using for some time on similar services in Hiroshima and in the Kyushu area. However, this was the first time that "City Liner" services got dedicated brand-new stock, in the form of the two afromentioned 211 Series 4-car sets (with more that would've eventually followed), wich were fitted in a dedicated blue livery with a white line.

    By 1987, the 211 Series fleet was formed of 258 cars: eight in Nagoya and 250 in the Tokyo area (85x -0 and -2000 subseries sets and 165 cars for the Takasaki and Utsunomiya Lines). The 211 Series had been a complete success, with both image-improving, and most importantly, cost saving objectives being fully met - the 211 Series was one of the trains that JNR needed in order to have a fighting chance against the impending privatization, with the final, and most sought after objective, being to completely avoid it.

    However, the fate of JNR had been sealed even before the national railway's designers drew the first line on the 211 Series' blueprints. JNR's issues were too deep and radicated to be resolved just by the introduction of new designs, and while the 211 Series (and related similar designs, such as the 205 Series) were a good answer, they were only to part of JNR's vast array of issues.
    Privatization ultimately came on the 1st of April 1987, with JNR being split into six regional companies and a nationwide freight carrier. With the splitting of JNR, the 211 Series' fleet was split as well, with the Tokaido, Takasaki and Utsunomiya lines' fleet being inherited by JR East, while the two Nagoya sets were inherited by JR Central.

    However, both companies immediately recognized the 211 Series as a well-designed train, being relatively inexpensive while superbly reliable and perfectly adequate to both companies' needs.
    Therefore, both JR East and JR Central decided to continue ordering 211 Series sets as an interim mesaure, until their own new suburban train designs would become reality.
    JR East was the first to have it's own order of 211 Series trains: by 1989 a total of 325 additional cars of all four subserises had been built by Kawasaki Heavy Industries.

    JR East's newly-built 211 Series sets were deployed on both the Tokaido and Takasaki and Utsunomiya Lines, being used interchangeably with JNR-built sets. One notable difference however is that starting from 1988, JR East's new 211 Sets were built with a double-decker SaRo 211 and 212 double-decker green car, replacing one of the single-level SaRo 211 green cars in each consist. The new double-decker green cars were essentially identical (and also compatible) with the SaRo 124 and 125 type green cars introduced at the same time for 113 Series trains, both on the Tokaido and Sobu lines.
    Last edited by AlexMaria; August 3rd, 2021 at 06:19 PM.

  11. #6461
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    [continues from preceeding post]

    Depsite the large number of cars produced, the 211 Series never managed to completely replace the 113 Series on the Tokaido Line and the 115 Series on the Takasaki and Utsunomiya lines, wich remained a consistent part of the lines' fleet well into the early 2000s.
    It was only in 2000 that a definitive replacement was introduced: the E231-1000 Series, a suburban service derivative of JR East's successful E231 family. The E231-1000 Series finally replaced all 113 Series sets operating Tokaido Line services by 2006. The SaRo 124 and 125 double-decker green cars of the 113 Series' formations were salvaged and re-inserted into the 211 Series formations still in service, replacing the single-deck SaRo 211 green cars, wich were all withdrawn and scrapped by 2007.

    Due to the introduction of E231-1000 Series, in the mid-2000s several Takasaki and Utsunomiya Line 211-3000 Series sets became surplus. Of these, fourteen 5-car sets (a total of 70 cars) were transferred to the Makuhari Veichle Center to replace the ageing 113 Series sets still running local services on several "Boso area" (the Boso penisnula of Chiba prefecture) lines. These had suffered for a long time from saltwater corrosion damage, as they ran close to the sea. The introduction of stainless steel rolling stock was seen as a possible solution to this problem.

    Repainted in a yellow and blue livery, the fourteen 211-3000 Series sets began services on the 21st of October 2006 on five lines: the Narita, Uchibo, Togane, Kashima and Sotobo Lines. These 211-3000 Series sets were always formed as 5-car sets, with sometimes two sets being coupled togheter to form a 10-car set during rush hour services.

    However, these sets were always intended as a stop-gap mesaure until a more "permanent" solution could be found. Said permanent replacement came to be in 2009 in the form of former Keihin-Tohoku Line 209-0 Series sets, refurbished and converted to 209-2000 and 209-2100 Series sets for regional services. The first 209-2000/2100 Series set entered service on the 1st of October 2009, first replacing the last surviving 113 Series set by 2011, and then later outright replacing the 211-3000 Series sets as well, wich were completely withdrawn from Boso area services with the timetable change of March 2013, their career having been relatively short and uneventful yet interesting.

    Back in the Tokyo area, 211 Series sets of both the -0 and -2000 subserieses operating on the Tokaido Line were finally replaced by the E233-3000 Series in March 2012 and were subsequently scrapped, while the -1000 and -3000 subserieses were withdrawn from Ustunomiya Line services in March 2013 and from Takasaki Line services in March 2014. Surviving 211-3000 Series sets still assigned to the Takasaki vehicle center were diverted to Ryomo Line services, replacing some of the very last 115 Series sets operating in the Tokyo Metropolitan Area.

    Many other 211-3000 Series sets were also transferred to Nagano prefecture to replace the last remaining 115 Series sets there as well. Re-formed in 3-car sets, lightly refurbished (their pantographs having been changed to a more modern single-arm type) and repainted in the pleasant "Nagano Area" light blue livery, the Nagano area 211-3000 Series sets began services on the 15th of March 2013, initially on the Oito Line, but later on the Chuo Line eastern section, the Shin'etsu Main Line and the Shinonoi Line as well.

    As of today, JR East still owns 326 211 Series cars, subdivided between Nagano depot (192 cars) and Takasaki depot (134 cars).

    Besides JR East, JR Central was also a crucial user of 211 Series cars. Following the success of the two 211-0 Series sets introduced by JNR in 1986, JR Central decided to order new 211 Series sets as well, however, unlike JR East, JR Central decided to do a little "reworking" of the design to better suit it's needs. Designated as the -5000 subseries, to cope with rush hour overcrowding JR Central's new 211 Series sets were built without toilets and with all-longitudinal seating. Front visibility was also improved as well, with the front window on the assistant driver's side being slightly widened. Finally, a more powerful air conditioning system was installed, with two units instead of one. The -5000 Subseries was also designed for an higher M/T ratio, 2M2T or 2M1T instead of JR East's 2M3T.

    Manufactured by Nippon Sharyo (a company owned by JR Central itself), the new 211-5000 Series sets were introduced in 1988, formed as 4 and 3-car sets, for both the Nagoya and Shizuoka metropolitan areas. These new sets were painted in the same Shonan livery as JR East's Tokaido Line 211-0s. JR Central's two 211-0 Series sets were also repainted in the Shonan livery shortly afterwards. A few years after the -5000 subseries, JR Central introduced yet another 211 Series derivative: the -6000 Series. These were a handful of 2-car sets that were intended to work as "attached formations" for the -5000 Series or to run by themselves on low-ridership lines.
    By 1991, JR Central had a total of 242 cars of the -5000 and -6000 subserieses, dwarfing the eight cars introduced by JNR just a few years earlier. All three subserieses were used interchangeably thruought JR Central's network, mainly on the Tokaido Line between Hamamatsu and Shizuoka and on the very busy Nagoya area section of the Chuo Main Line.

    In 2005, several 211 Series sets were used to run temporary special "Expo Shuttle" services between Nagoya and Yakusa Station on the Aichi Loop Railway Line, the nearest station to the grounds of the 2005 world expo. These services ran between the 1st of March and the 30th of September.
    As of today, altough having been replaced on most important services by the 313 Series, JR Central's new standard commuter train, the 211 Series still plays an important role in the Tokai area, with all cars still in service. However, replacement plans, in the form of the to-be introduced 315 Series, are already being made.

    The 211 Series has also been particularily influential on several other serieses' design both pre- and post-privatization, starting from the 213 Series for western Japan rapid services, the 415-1500 AC/DC multivoltage EMU for Joban Line and Kyushu area services, the AC-only 719 Series and the JR Shikoku 6000 Series. However, there are even more subtle and widespread design influences, primarily with the bodyshell design and dimensions, wich have remained a standard for many companies for a lot of time (and for JR Kyushu and JR Central still is to this day), and, the FRP-front mask, an elegant solution pioneered by the 211 Series that has become the standard of the vast majority of stainless steel electric multiple units in Japan, starting from JR East's famous Shin-Keiretsu Densha family, beginning with the 209 Series of 1993 annd continuing to this day with the E231, E233 and E235 Serieses.

    Trivia #1
    Thanks to the lightweight stainless steel bodyshells, JNR's designers calculated that a five-car 211 Series in a 2M3T formation (two motor cars and three trailer cars) had the same overall performance as a four-car 113 Series in a 2M2T formation. In other words, it was possible to have an additional trailer car without hindering the train's performance, and thus without affecting the timetables, wich had been designed with the 113 Series in mind.

    Trivia#2
    In the early 2000s it was possible to go from Tokyo to Nagoya using only 211 Series trains: JR East's Tokaido Line trains from Tokyo to Atami and then JR Central's trains, changing at Hamamatsu or Shizuoka.

    Model Trivia#1
    As you might already know, this 211 Series pack is my first with fully animated doors

    Model Trivia#2
    With all due probability, the most "thorough" pack i've ever made - evry possible variant in evry possible livery.

    Model Trivia#3
    This is the first 3D model where i used model trains from my fleet as a reference - not one but two: an older Tomix 211-0 Series from the 1990s on the left and a slightly newer Kato 211-0 Series on the right.



    (apologies for the humongous text - i've never done so much research on a single train as in this case!)
    Last edited by AlexMaria; August 3rd, 2021 at 06:19 PM.
    My trainz downloads are here and my youtube is here.

  12. #6462

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    @AlexMaria Again, super work! This will be verry usefull for my JR-Central and East routes. Anyways, unfortunatly, I have a missing dependencie for the SaRo cars, winch makes it not possible to use some consists. I have also downloaded the double decker 113 Series, but that didn't fix the problem. Its the following Kuid: <Kuid:668654:102415>
    But anyways, great work, like always. Keep it up.

    @duskeyduskey That route you're making looks verry promising! Really, it looks great! I hope you will be releasing some of your routes some day, but I don't want to pressure you, so do whatever you want to do. Keep up the good work!
    Last edited by TreinspotterJeffrey; August 3rd, 2021 at 07:29 AM.
    Visit my website for Asian and African trainz content!


  13. #6463

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    Quote Originally Posted by TreinspotterJeffrey View Post
    @AlexMaria Again, super work! This will be verry usefull for my JR-Central and East routes. Anyways, unfortunatly, I have a missing dependencie for the SaRo cars, winch makes it not possible to use some consists. I have also downloaded the double decker 113 Series, but that didn't fix the problem. Its the following Kuid: <Kuid:668654:102415>
    But anyways, great work, like always. Keep it up.

    @duskeyduskey That route you're making looks verry promising! Really, it looks great! I hope you will be releasing some of your routes some day, but I don't want to pressure you, so do whatever you want to do. Keep up the good work!
    I think it <Kuid:668654:102415> should be available here: https://www.socimi.it/kintetsu-3200-series/

    And yes I will be releasing most of my routes as freeware.

  14. #6464

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    Quote Originally Posted by AlexMaria View Post
    No. I didn't.

    I just have a lot of stuff on my hands at the time.
    but what about now? would it be possible to do so now?

  15. #6465
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    (Not actually Japan or a Japanese Route but I hope you all enjoy something a bit different! )

    Japan - 1914

    A member of the 'JGR Class 8620' thunders by a simple village Halt with an express. The train appears to be making good time, no doubt due to the excellent workmanship of both the Driver and Fireman as a team.
    The end of one journey can be the start of another.
    A journey never truly ends.


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