Sleeping carriage (railroad)
The sleeping carriage (しんだいしゃ) points at a thing having bed facilities among railroad carriages.
The structure of the vehicle is classified roughly into the opening-type bed and private room bed (the bed or room-type for a ward).
In the case of Japan, it is classified roughly to two kinds of the A bed, B bed in rate division in current JR. Of these, it is an excellence car equivalent to the extra charge green car of the coach about the A bed, and the B bed is a general car equivalent to the common car of the coach. The form sign posts "ne" indicating "bed", and, as for the A bed, the B bed becomes "the splash" "ロネ".
Table of contents
History
World
The history of the sleeping carriage can date back to the United States of the 1830s. It is the beginning that plural railroad companies around Pennsylvania, the United States began the service of the sleeping carriage in 1838. The company which performs mainly the sleeping carriage service called the Woodruff firm in 1858 appears without the long-distance route needing a sleeping carriage establishing the United States in those days, and existing elsewhere and comes to perform full-scale sleeping carriage business.
The sleeping carriage service of the golden age in the United States and the business service of the first sleeping carriage in the U.K. were realized by Pullman Corporation (Pullman Company). Pullman Corporation who started as a small sleeping carriage company in 1859 puts fame in the pioneer who produced it in 1865 and expands the business, and the business of the sleeping carriage U.K.'s first in 1874 travels. I purchased largest competing company, Wagner palace car company in 1899 and came to form a monopolistic position in the United States.
On the other hand, as for the sleeping carriage service in continent Europe, his business launched by an international sleeping carriage company (wagon Lee Corporation) established in 1872 by Belgian businessman, George ナゲルマケールス develops after the tie-up with the American super-wealth William dalton man, and service of "the Orient-Express" which is famous in 1883 is begun. While a sleeping carriage of Pullman Corporation comprised a division room on the car edge, in a division room, this was Europe, and, as for all the sleeping carriages of wagon Lee Corporation, it was one of the widely acceptable factors whereas it was the opening-style sleeping carriage center. I lost for entry competition with wagon Lee Corporation though Pullman Corporation planned a continent advance and slightly simply made a contract of the sleeping carriage service in Italy. The William dalton man sells stocks to ナヘルマッカーズ in 1875 and I go back to the United States and establish the traveling sleeping carriage company of the division room sleeping carriage with the epoch-making air-conditioner for those days, but am defeated by competition with Pullman. As for his sleeping carriage, it was the model of all division room sleeping carriage connected to the luxury trains such as "California limited expresses" "a 20th century limited express", but a division room of the general sleeping carriage in the United States was delayed until making it it after the 1930s.
The sleeping carriage service by Pullman Corporation unfolded later in Canada and Mexico. I held approximately 10,000 sleeping carriages over the 1910s through the 1920s that was the heyday and offered the bed for 100,000 for at least one day, and the service of the train for exclusive use of the bed of all car Pullman sleeping carriages called "all-Pullman" was performed by the main main line. On the other hand, wagon Lee shrine operates a sleeping carriage in a various places throughout the Eurasian Continent, and it is said that I held 4,000 sleeping carriages for the heyday. However, both reduce a business scale by an appearance and the Cold War system of the airplane and withdraw from sleeping carriage business now. In Europe, the sleeping carriage which succeeded a style of wagon Lee Corporation on the night train of the main main line is connected with a couchette "couchette", but the number of passenger train in itself decreases sharply in the United States, and the sleeping carriage which is applied by a passenger train now for a fixed period is only approximately 150.
In addition, the railroad of each other countries performs sleeping carriage service in imitation of the sleeping carriage of both companies and reaches it in the present age while accomplishing original development.
In the world train service, there is hardly no such precedent the sleeping carriage of the power dispersion method such as the pro-583 of Japan train, and there are slightly American interchange Urban, a VT10.5 form diesel train of West Germany, Australian XPT, the example such as the Chinese CRH2 type train, and the majority are pulled as a passenger car by a locomotive; become in the form.
in Japan
 The 25 form passenger car B bed (the express "Milky Way") of current sleeping carriage lower berth 24 origin |
Refer to a clause of the A bed, the B bed for the detailed history about the vehicle, the link to each form.
The railway technology of Japan developed in reference to the United States and European both techniques, and was not the exception about the sleeping carriage either. Opening-type, the first-class sleeping carriage of the Sanyo railroad that use was begun (1900) in April in 1900 that was a first Japanese sleeping carriage referred to long distance type chair and the Pullman sleeping carriage of the thing that it was from limitation of the body width in the daytime. The sleeping carriage which a Japanese railroad introduced in (1903) in 1903 was similar with this, but, on the other hand, the first-class sleeping carriage that use was begun in 官設鉄道 in October of the year was import from the U.K. and the United States, but was the sleeping carriage of all mainstream division room in Europe. In addition, "rice 1" which was the sleeping carriage of the south Manchurian railroad beginning that came up in (1908) in 1908 was an opening type bed-centered sleeping carriage by the sleeping carriage which I imported directly from Pullman Corporation.
The route where (1907), the connection of the sleeping carriage were carried out in 1907 when the nationalization of the railroad was completed was limited to current Tokaido Main Line, Sanyo Main Line, Tohoku Main Line, each line equal to Joban Line, but service is begun at Hakodate Station - Kushiro Station of Hokkaido in Moji Station (existing Mojiko Station) - Nagasaki Station, Kagoshima Station, the next year of Kyushu in (1910) in 1910. The service by Ou Main Line, Chuo Main Line, Hokuriku Main Line, Shinetsu Main Line, San'in Main Line, Iwakoshi line (existing Banetsu West Line), Soya Main Line, Nayoro Line (the Nayoro main line in the back) came to be carried out in the year in the Taisho era, too. A third-class sleeping carriage comes up for a newly third-class traveler (1931) in February in 1931. The use decreased the first prize, the second prize sleeping carriage by recession, but the tendency shows a stronger it by the appearance of the third-class sleeping carriage and is connected for the abolition of the first-class bed except Tokaido, Sanyo Main Line of (1934) in 1934. The second-class sleeping carriage did not assemble a part of the bed until transport needs were enhanced by a war regime and seemed to often travel as a second-class coach. A curtain was equipped with for the first time in (1932) in last 1932 by スハネ 30100 form [1].
World War II had a big influence on a Japanese sleeping carriage. Because all sleeping carriages stopped service for the end of the war period, and most of excellence sleeping carriages were used as a car for exclusive use of the Operation Army, and there was the sudden increase of transport needs again, I needed time for the nationwide revival of the sleeping carriage. At first sleeping carriage マイネ 40 form was produced for the first time after a war newly most in (1948) in 1948, and new product car スロネ 30 form appeared in revival, the second-class sleeping carriage the remodeling car マロネ 39 form which had a division room for four a sleeping carriage for the general business in 1951 in 1950. In addition, third-class sleeping carriage ナハネ 10 form of the lightweight structure was developed in 1956 and gained success.
Because the use of plane was not generalized from 1950s through 1960s as Europe and America in Japan, the later development was remarkable, and a large quantity of sleeping carriages were produced, and a sleeper train was operated by main lines of the whole country. The sleeping car "581 system" of the power dispersion method that is rare (there are a few precedents in inter-Urban of the United States) comes up in the world in (1967) in 1967. Although a place of the use got narrow, after the 1980s, some service by the main main line remained.
In addition, characteristics when I looked at a Japanese bed vehicle historically include that the styles are miscellaneous. The Japanese sleeping carriage was begun by a Pullman type, the mixture of the European style, but these were not unified after the nationalization. Under the third class system, the premise, "the division room bed wins the first place" existed, but the opening-type first-class sleeping carriage is often made, and the second-class sleeping carriage with the division room as the special room exists again like all division room type and マロネ 38 such as マロネ 39, too. In the B bed equivalent to the old third prize, three steps of trains type bed and passenger car bed exist, and styles are various.
JR is the private room sleeping carriage which came up before and after becoming it, but the tendency is strong and is not exaggeration even if I say with the trade fair of the style of many private room sleeping carriages tried all over the world. In addition, a 285 system train "sunrise express" comes up from the appearance of the 581.583 system train in 1998 after 31 years.
Placement method of the bed
Opening-style bed
A method that there are not the partitions such as doors and maintains the privacy of the individual only by a curtain of the bed in a compartment division. I make much of a capacity and am placed for two steps of bed or three steps of stacks.
- Central passage expression
- A form to locate a passage in the center like a coach, and to locate the bed parallel to a rail. I display the wide bed on passage both sides and I close this down in the daytime and call box seat and a thing doing it with the Pullman type bed. I was used a lot at the A bed in Japan. They locate the width narrow bed on passage both sides, and a sofa-formed long seat and the thing doing it just call this with the tourist type bed in the daytime.
- One side passage expression
- I say the aisle lower expressions. A method to post a passage by the one side window of the body, and to locate a bed division in a railroad tie and the parallel direction. It is the passage form like the European compartment car.
Private room bed
The method that I made a door for by the private room unit of around 1-4 capacity with the bed. I say the division room bed. We have one side passage expression, a central passage ceremony for the placement of the corridor together.
I called the room of this method a division room in Japan in the past and used the word of "the private room" about one business such as the ナロネ 20 form. It is about the back that I came to be used in the case of several business including "the private room for two" (the details refer to after passenger car appearance of A bed #20 origin).
Sleeping carriage in the Japanese railroad
Power, power supply supply method
Most sleeping carriages were passenger cars, but a 581.583 system train and a 285 system train exist as the sleeping car which is globally rare according to the statement above historically.
Of the passenger car, as for supplying power, an axle generator was used for a past, but as airconditioning was generalized, macroscale was necessary, and a method to supply by exclusive power supply car in a 20 system passenger car was adopted, and even a next 24 system passenger car was used, and adopted "a dispersion power supply method" to provide you with with the diesel generator under the floor in the 14 system passenger car.
Class of the bed
- From prewar days to the first-class bed abolition
- I was divided into the first prize, the second prize, the third prize bed.
- It is the time of the third class system after the first-class bed abolition
- I was divided into the second-class bed (I divide it into A B C later private room [2]), third prize bed.
- It is the time of the second class system after the third class system abolition
- I was sorted by the first-class bed (private room [2], A B C), the second-class bed.
- After the class system abolition
- As described above, I am divided into the A bed and the B bed now
The details refer to an A bed, B bed and class system.
Structure
About the change of the structure of the overall passenger car, see history of Japanese passenger car.
Opening-style bed
Central passage expression
It is the Pullman-type bed to remain in Japan as of 2008. The opening-type A bed of the passenger car and the A bed, the B bed of the 581.583 system sleeping car correspond.
The tourist-type bed existed once, too. Most of second-class C sleeping carriages in the third class system made in prewar days correspond to this, but they are abolished totally by the 1960s and do not exist.
One side passage expression
It is a mainstream form in the past B bed in Japan, and the bed of the compartment car is near, but the point that was not a thing having a door generally in each division is different. In late years even the B bed decreases a private room by progress of becoming it. A window is not established in an upper at the B bed with the passenger car, and there is not the table, too. When the majority were designed in the 40, Showa generation, it is traveled with the basically same facilities.
-
Central passage expression sleeping carriage
The 24 system passenger car bed express "Milky Way" A bed
August, 2007 -
Seat state of the opening-type A bed
State with the A bed of the ナロネ 21 form passenger car as a seat -
One side passage expression sleeping carriage
The 24 system 25 form express "Milky Way" B bed
August, 2005
Private room bed
14 system 15 form bed limited express "Fuji"
August, 2007
In Japan, a room-type first-class most and some second prize bed according to the statement above division in the times of the third class system, but first-class from the about 1960s (opening-type (Pullman type) became mainstream in) from conventional second-class )→ A bed (1969. However, in late years, for reasons of the privacy and the security top, division room types increased at not only the A bed but also the B bed again in Japan. There are many vehicles produced by remodeling, and the forms are very miscellaneous now.
In Japan, there are the following things as of August 29, 2015.
| Capacity | Name | Classification | Connection train name |
|---|---|---|---|
| One | Single deluxe | The A bed | Sunrise Seto, sunrise Izumo |
| Single twin | The B bed | ||
| Single | |||
| Solo | |||
| Two people | Cassiopeia suite | Deluxe The A bed | Cassiopeia |
| Cassiopeia deluxe | |||
| Cassiopeia twin | The A bed | ||
| Sunrise twin | The B bed | Sunrise Seto, sunrise Izumo |
The rate is the same level as 6,480 yen and a budget hotel and is providing it space at the same level as capsule hotel, but, in the case of B bed "solo," there is a merit to be available in peace because there is a door in a doorway, and a key is hung. A rate has a big difference with the opening-type bed in spite of equivalence.
In addition, the private room bed with the headroom that exceeds far capsule hotel in the price that 1,080 yen more only than "solo" is high in the B bed "single" set to a train "sunrise express" of West Japan Railway, Central Japan Railway 285 origin is available.
The locking has a thing to use the card key for other than a method to input a password.
Simple use of the sleeping carriage
A case offering the facilities which can lie on their side in the form of the carpet caution money similar to the box seat of the ferry as measures with the tendencies to fall of the recent sleeper train, night train produces it.
料金制度上は寝台扱いではなく、普通車座席指定席扱いとしている。
以下に運用例を示す（カギ括弧内は名称。括弧内は連結列車）。
なお、「あけぼの」には、寝台からリンネル・浴衣などを省略し、寝台料金不要で提供する「ゴロンとシート」が連結されていたが2014年3月15日改正時の臨時化に伴って連結を終了した。
寝台車の昼行利用
寝台車は夜行列車にて寝台として使用されるのが基本であるが、昼行列車および夜行列車の前夜や翌朝の一部区間において座席（座席車）として使用される例があった。
従来より俗に「ヒルネ」と称されてきた提供および利用の仕方で、これは夜が明けた後や夜の早い時間帯に、末端の一部区間において寝台車を昼行列車の座席として利用できるようにしたもので、利用に際して形式上座席を指定しないが、乗車ができる急行券（制度上立ち席）および座席指定席として寝台を利用したものであった。
最後まで「ヒルネ」制度が存続していた列車として、「あけぼの」が挙げられる。詳細は列車項目に譲るが、2014年3月のダイヤ改正により、臨時列車化されたことにより、「ヒルネ」制度の適用も廃止され、国内の寝台列車から「ヒルネ」制度は消滅した。
変わった例としては、1985年3月から1988年11月まで14系客車を使用して宗谷本線と天北線で運行されていた急行「宗谷」・「天北」が挙げられる。この両列車のうち、急行「利尻」と共通運用されていた編成では、完全な昼行列車であるにもかかわらず、B寝台車が連結されていた。これらの寝台車両は自由席として使用されていたが、14系客車での運用開始当初から1986年9月までは寝台の1区画を改造してのグリーン席扱いのコンパートメント席も設定されていた。
日本における現行の寝台車両
- 電車
- Passenger car
鉄道連絡船の寝台室
船舶の寝台室の設定としては、1988年まで国鉄・JRが運航していた鉄道連絡船のうち、青函航路には寝台船室が設けられていた。青函連絡船の寝台は、夜行便のみならず、昼行便でも使用することができた。
最終期となる津軽丸形の寝台船室は1隻あたり5室配置され、1室に2段寝台が2台とソファー・テーブルと洗面台が設置されていた。なお、部屋単位の発売はされていなかった。料金は航路廃止の時点で、上下段とも2,400円であった。
これは、鉄道連絡船の使命でもある「鉄道輸送と一体となった鉄道運輸体系の延長」であり、鉄道運賃のそれの体系を踏襲する形であった。
ヨーロッパの寝台車
ヨーロッパの鉄道では単に寝台車（英語: sleeping car, フランス語: voiture-lits, ドイツ語: Schlafwagen[3]）といえば個室寝台車を指し、開放式寝台に近い存在である簡易寝台車（またはクシェット車。英語: couchette car, フランス語: voiture-couchettes, ドイツ語: Liegewagen[3]）とは区別される。個室寝台はさらに、室内にトイレやシャワーなどの設備を備え個室単位で発売されるデラックス寝台と、他人と相部屋になる可能性のある普通寝台に分けられる[4][5]。デラックス個室車を連結した列車はホテルトレイン（Hotel train）とも呼ばれる[5]。
個室寝台車
鉄道会社により個室の名称や種類は様々である。
シティナイトライン（CNL）ではデラックス（Deluxe）とエコノミー（Economy）の二種類の個室がある。デラックスは1段から3段（平屋の客車の場合は3段、二階建て客車の上階の場合は2段が基本）の寝台とテーブル、椅子、専用のシャワーとトイレを備える。エコノミーは二人から四人用の個室で、個室内に洗面台があるもののトイレやシャワーはない[6]。
スペインのレンフェが運行する国内夜行列車やエリプソスなどスペイン発着の国際夜行列車では、グランクラーセ（Gran Clase）、プレフェレンテ（Clase Preferente）、トゥリスタ（Clase Turista）の三種類がある。グランクラーセは二人個室で洗面台、シャワー、トイレを備える。プレフェレンテは二人用、トゥリスタは四人用の個室で、ともに室内に洗面台はあるがトイレなどはない[7]。
イタリアのトレニタリアによる国内夜行列車やイタリアとオーストリアの間の一部のユーロナイトでは、普通寝台車のほかにエクセルシオール（Excelsior）というデラックス寝台車を連結している[4]。エクセルシオールでは各個室にシャワーやトイレを備えるほか、ダブルベッドのある特別室（Matrimonial suite）もある[8]。エクセルシオールはかつてはフランス・イタリア間の夜行アルテシアにも連結されていたが、2005年12月のダイヤ改正で取りやめられた[9]。
個室寝台で他人と相部屋になる場合、家族やカップルで利用する場合を除き、部屋は男女別に分けられる。ただし男児が女性の部屋に入ることはある。またロシアなど旧ソビエト連邦圏の夜行列車では男女が相部屋となることもある[5]。
簡易寝台車
簡易寝台（クシェット）車は側方通路式のコンパートメント車で、各コンパートメントに6個（3段）または4個（2段）の寝台がある。コンパートメント内に洗面台などの設備はなく、車両端の共用のものを使用する。また寝台にはシーツや枕は備え付けられているが、寝台ごとのカーテンはない場合もある。また昼間（21時以前および7時以降）は寝台を解体し座席車として用いられる[4]。
簡易寝台車は原則として男女相部屋であり、就寝時も昼の服装のまま着替えるべきではないとされている。ただし一部の国では女性専用のコンパートメントを設けていることもある[5]。
フランスの国内夜行列車では個室寝台車が連結されなくなったため、フランス国鉄では特別料金を支払うことでクシェット車のコンパートメントを定員に満たない人数で占有できるサービスを行なっている[4]。一方イギリスの夜行列車である「カレドニアン・スリーパー」と「ナイト・リビエラ」には簡易寝台車はなく、個室寝台車と座席車のみである[10]。
料金
寝台車の利用には一般に乗車区間の一等または二等の運賃（または鉄道パス）のほかに寝台料金が必要である。運賃はデラックス個室については一等、普通個室については二等のものが必要であるが、普通個室を一人で使用する場合（T2型寝台車など）では一等運賃が必要であり、このほかにも国により例外がある[4]。寝台料金は国際的な基準としてはSingle（一人用）、Special（一人用）、Double（二人用）、Tourist（三人用）などの種類があるが、これと異なる料金体系の列車もある。また運賃と寝台料金などが一体となった包括運賃制度の適用される列車もあり、この場合朝食や夕食も包括運賃に含まれることもある[5]。
クシェット車では、一般に二等運賃とクシェット料金が必要である。ただし一部の国では4人用コンパートメントには一等料金が必要となることもある。クシェット料金は（個室）寝台料金と比べ安価である[4]。
参考文献
- 日本国有鉄道 『日本国有鉄道百年写真史』 交通協力会、1972年10月14日 発行。（復刻版：『日本国有鉄道百年写真史』 成山堂書店、2005年10月）。ISBN 978-4425301638。）
- 「地球の歩き方」編集室, ed. (2010), ヨーロッパ鉄道の旅, 地球の歩き方 by Train (改訂第4 ed.), ダイヤモンド社, ISBN 978-4-478-05823-7
脚注
- ^ 『日本国有鉄道百年写真史』（1972年発行、p256）
- ^ a b ナロネ20・22形の1人用個室「ルーメット」のみの適用
- ^ a b Thomas Cook European Rail Timetable December 2010, Thomas Cook, p. 4, ISSN 0952-620X
- ^ a b c d e f 「ヨーロッパ鉄道の旅」, pp. 163-167
- ^ a b c d e "Special feature NIGHT TRAINS", Thomas Cook European Rail Timetable November 2010, Thomas Cook, pp. 33-38, ISSN 0952-620X
- ^ 「ヨーロッパ鉄道の旅」, pp. 80-83
- ^ 「ヨーロッパ鉄道の旅」, pp. 76-79
- ^ 「ヨーロッパ鉄道の旅」, pp. 100-101
- ^ Thomas Cook European Rail Timetable December 2005, Thomas Cook, p. 41, ISSN 0952-620X
- ^ 「ヨーロッパ鉄道の旅」, pp. 96-97
関連項目
This article is taken from the Japanese Wikipedia Sleeping carriage (railroad)
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