the energy saved. System 209 has been given a tax break because of its achievements in energy conservation.
Now let us consider weights of parts. The diagram you see compares weights of M cars. It is clear that the car body and bogies significantly contribute to weight reduction.
The diagram illustrates the degree of vibration at distances of 2 and 6 meters from the track's center. Comparing Systems 209 and 103 at the 2 meter point, vibration is reduced by 2 to 3 dB; and at the 6 meter point, certainly the vibration is less but nevertheless is reduced by 1 dB.
Next we will compare track maintenance, as conducted by the Car and track research committee at in about 1985, at the time of System 205's debut. According to a research paper comparing Systems 103 and 205, System 205 reduces track maintenance by 14%. When this calculation method is applied to System 209, track maintenance is reduced by 20%, which means that ballast compacting work is reduced to about 80%.
Concept 3: Reducing the price by one-half
Unlike automobiles, rail cars are not mass produced. Parts are welded to make frames which are welded with the outer plate to assemble the car body. After that, piping, wiring, and interior work are carried out. The cost is therefore comparatively high. This led to the System 209 concept of cost reduction by reducing the production processes, and by mechanizing for standardized mass production. I mentioned that we implement the two sheet method, panel stmctured interior, and use of general purpose parts. In the panel structured interior seen in the photograph, the ceiling and
partition plate armrest are made with panels. In conventional cars, a large number of battens and
machine screws were used, but in System 209 this number was greatly reduced. A decrease in production processes meant a reduction in cost.
