1.
Hitachi
–
Hitachi, Ltd. is a Japanese multinational conglomerate company headquartered in Chiyoda, Tokyo, Japan. It is the parent company of the Hitachi Group and forms part of the DKB Group of companies, Hitachi is listed on the Tokyo Stock Exchange and is a constituent of the Nikkei 225 and TOPIX indices. It is ranked 38th in the 2012 Fortune Global 500 and 129th in the 2012 Forbes Global 2000, Hitachi was founded in 1910 by electrical engineer Namihei Odaira in Ibaraki Prefecture. The companys first product was Japans first 5-horsepower induction motor, initially developed for use in copper mining, odairas company soon became the domestic leader in electric motors and electric power industry infrastructure. The company began as a venture of Fusanosuke Kuharas mining company in Hitachi. Odaira moved headquarters to Tokyo in 1918, long before that, he coined the company’s toponymic name by superimposing two kanji characters, hi meaning “sun” and tachi meaning “rise”. The young companys national aspirations were conveyed by its original brand mark, world War II and its aftermath devastated the company. Many of its factories were destroyed by Allied bombing raids, and after the war, founder Odaira was removed from the company. Nevertheless, as a result of three years of negotiations, Hitachi was permitted to all but 19 of its manufacturing plants. The cost of such a production shutdown, though, compounded by a labor strike in 1950. Only the Korean War saved the company from complete collapse, Hitachi and many other struggling Japanese industrial firms benefited from defense contracts offered by the American military. Meanwhile, Hitachi went public in 1949, Hitachi America, Ltd. was established in 1959. Hitachi Europe, Ltd. was established in 1982, in March 2011, Hitachi agreed to sell its hard disk drive subsidiary, HGST, to Western Digital for a combination of cash and shares worth US$4.3 billion. Due to concerns of a duopoly of WD and Seagate Technology by the EU Commission, the transaction was completed in March 2012. The talks subsequently broke down and were suspended, the joint venture began operations in February 2014. It is a high density information storage medium utilizing laser etched/readable Fused quartz, Hitachi is taking for 2016 an estimated ¥65 billion write-off in value of a SILEX technology laser uranium enrichment joint venture with General Electric. Hitachi Consulting is a management and technology consulting firm with headquarters in Dallas, Texas. Hitachi Data Systems is an owned subsidiary of Hitachi which provides hardware, software
2.
Kawasaki Heavy Industries Rolling Stock Company
–
Kawasaki Heavy Industries Rolling Stock Company is the rolling stock production division of Kawasaki Heavy Industries. Since beginning operations in 1906, the company has produced more than 90,000 Railroad cars, as indicated by the company name, the company mainly produces railroad vehicles. Recently Kawasaki has received orders from customers in countries, including Ireland. All products manufactured for the US rail market are sold through Kawasaki Rail Car Inc. another division of Kawasaki Heavy Industries, because of substantial sales to the New York City Subway and various commuter lines, an overseas assembly plant has been established in Yonkers, New York. Another assembly plant in Lincoln, Nebraska produces fully completed cars and knocked down cars that can be completed at the Yonkers facility. K
3.
Kinki Sharyo
–
The Kinki Sharyo Co. Ltd. is an Osaka, Japan-based manufacturer of railroad vehicles. It is a company of Kintetsu Corporation. In business since 1920 and renamed The Kinki Sharyo Co and they have produced light rail vehicles used by a number of transportation agencies. Kinki Sharyo is listed on the Tokyo Stock Exchange, bostons MBTA Green Line LAs Metro Blue, Expo, and Gold lines. SP1900/1950 EMU, serving the West Rail Line, Ma On Shan Line, extra SP1000/1950 carriages for the Sha Tin to Central Link, ordered 2014. Philippines Manila Light Rail Transit System Singapores Mass Rapid Transit system Egypts Cairo Metro Trans-Australian Express train coaches, alexandria, Egypt trams Kinki Sharyo also produces steel doors, known as the KJ series, for public housing in Japan. Cairo Metro M, N1 and N2 Cars for No.1 Line M, N1, N2 and T Cars for No
4.
Nippon Sharyo
–
Nippon Sharyo, Ltd. formed in 1896, is a major rolling stock manufacturer based in Nagoya, Japan. In 1996, it abbreviated its name to 日本車両 Nippon Sharyō and its shortest abbreviation is Nissha 日車. It was a company on Nikkei 225 until 2004. It is listed on the Tokyo Stock Exchange and Nagoya Stock Exchange as ticker 7102, in 2008, Central Japan Railway Company became the majority shareholder of the financially struggling Nippon Sharyo making the firm a consolidated subsidiary of JR Central. In July 2012 Nippon Sharyo USA started production in their new facility in Rochelle, shinko Diesel Multiple Units for short distance line like Surabaya-Lamongan, Surabaya-Sidoarjo, etc. The DMU made in 1982 upwards are refurbished with Cummins Engine and this restored steam engine now sits in the foyer of the Yasukuni War Museum in Tokyo. Japanese veterans groups raised funds to return the locomotive from Burma to Japan in 1979, during World War II, Nippon Sharyo, like many major Japanese companies, drew upon prisoner of war labour to maintain war production. The POW camp at Narumi provided Allied POW forced labour for Nippon Sharyo
5.
Japan Transport Engineering Company
–
Japan Transport Engineering Company is a manufacturer of heavy rail cars in Japan, formerly known as Tokyu Car Corporation. The company is based in Kanazawa-ku, Yokohama, and a member of East Japan Railway Company group, J-TREC manufactures rail vehicles not only for JR East and Tokyu Corporation but for other Japanese operators, including various Japan Railways Group companies and international operators as well. Tokyu Car Corporation, the root of J-TREC, was founded on 23 August 1948, Tokyu Car was a licensee of early-generation stainless-steel commuter EMU train body and related bogie technology from the Budd Company of the United States. Since then, Tokyu Car has specialised in stainless-steel body car technology and it is to be subsequently split into two companies, Tokyu Car Engineering and Keihin Steel Works. Both companies will be subsidiaries of JR East, the remaining parts and machinery manufacturing division will be sold to ShinMaywa Industries. On 2 April 2012, divisions were sold and renamed, with Mitsui Iarnród Éireann/Irish Rail InterCity fleet replacement. Tokyu Car was the supplier for a fleet of high specialist 22000 Class DMUs capable of 160 km/h operation. Coaches were built by Rotem and specialist diesel-hydraulic power packs were built by MTU Friedrichshafen, Japan, Kōyūsha Co. Ltd. pp. 110–113. Japan Transport Engineering Company Tokyu Car Corporation Profile
6.
Japanese National Railways
–
Japanese National Railways, abbreviated Kokutetsu or JNR, was the body which operated the national railway network of Japan from 1949 to 1987. As of June 1,1949, the date of establishment of JNR and this figure expanded to 21,421.1 km in 1981, but later reduced to 19,633.6 km as of March 31,1987, the last day of JNR. JNR operated both passenger and freight services, Shinkansen, the worlds first high-speed railway was debuted by JNR in 1964. Unlike railway operation, JNR Bus was not superior to local bus operators. The JR Bus companies are the successors of the bus operation of JNR, a number of unions represented workers at JNR, including the National Railway Workers Union, the National Railway Locomotive Engineers Union, and Doro-Chiba, a break-away group from Doro. Later, the Ministry of Railways and the Ministry of Transportation, the ministries used the name Japanese Government Railways to refer their network in English. During World War II, many JGR lines were dismantled to supply steel for the war effort, on June 1,1949 by a directive of the U. S. General HQ in Tokyo, JGR was reorganized into Japanese National Railways, JNR enjoyed many successes, including the October 1,1964 inauguration of high-speed Shinkansen service along the Tōkaidō Shinkansen line. However, JNR was not a corporation, its accounting was independent from the national budget. Rural sections without enough passengers began to press its management, pulling it further and further into debt, in 1983, JNR started to close its unprofitable 83 local lines. By 1987, JNRs debt was over ¥27 trillion and the company was spending ¥147 for every ¥100 earned. By an act of the Diet of Japan, on April 1,1987 JNR was privatized and divided into seven companies, six passenger and one freight. Long-term liabilities of JNR were taken over by the JNR Settlement Corporation and that corporation was subsequently disbanded on October 22,1998, and its remaining debts were transferred to the national budgets general accounting. By this time the debt has risen to ¥30 trillion, many lawsuits and labor commission cases were filed over the decades from the privatization in 1987. Kokuro and the National Railway Locomotive Engineers Union, both prominent Japanese railway unions, represented a number of the JNR workers, lists of workers to be employed by the new organizations were drawn up by JNR and given to the JR companies. There was substantial pressure on members to leave their unions, and within a year. Workers who had supported the privatization, or those who left Kokuro, were hired at substantially higher rates than Kokuro members. Around 7,600 workers were transferred in this way, and around 2,000 of them were hired by JR firms and this period ended in April 1990, and 1,047 were dismissed
7.
Central Japan Railway Company
–
The Central Japan Railway Company is the main railway company operating in the Chūbu region of central Japan. It is officially abbreviated in English as JR Central and in Japanese as JR Tōkai and its headquarters are located in the JR Central Towers in Nakamura-ku, Nagoya, Aichi Prefecture. The companys operational hub is Nagoya Station, the busiest railway line it operates is the Tōkaidō Main Line between Atami Station and Maibara Station. JR Central also operates the Tōkaidō Shinkansen between Tokyo Station and Shin-Ōsaka Station, additionally it is responsible for the Chūō Shinkansen—a proposed maglev service between Tokyo Station and Ōsaka Station, of which a short demonstration section has been built. Currently, the company is conducting demonstrations of its shinkansen to railway officials from different countries in the effort to market bullet train technology overseas. JR Central is Japans most profitable and highest throughput high-speed-rail operator, carrying 138 million high-speed-rail passengers in 2009, Japan recorded a total of 289 million high-speed-rail passengers in 2009. JR Tokai Corporation JR Tokai Takashimaya Co. Ltd, JR Tokai Food Service Co. Ltd. Tokai Kiosk Company JR Tokai Construction Co. Ltd, JR Central Consultants Company The Nihon Kikai Hosen Co. Ltd Futaba Tetsudo Kogyo Co. Ltd, JR Tokai Information Systems Company Shinsei Technos Co. Ltd. JR Tokai Tours Hida Forest City Planning Co. Ltd, Tokai Rolling Stock & Machinery Co. Ltd. Nippon Sharyo, Ltd Chuoh Linen Supply Co. Ltd, JR Tokai General Building Maintenance Co. Ltd. Shinkansen Service & Technology Co. Ltd, JR Development and Management Corporation of Kansai JR Development and Management Corporation of Shizuoka JR Tokai Real Estate Co. Ltd. Nagoya Station Area Development Corporation Nagoya Terminal Station Building Co. Ltd, Central Japan Railway Company Company history books. Wiki collection of works on Central Japan Railway Company
8.
JR-West
–
West Japan Railway Company, also referred to as JR-West, is one of the Japan Railways Group companies and operates in western Honshu. It has its headquarters in Kita-ku, Osaka, Hokuriku Shinkansen Sanyo Shinkansen Hakata Minami Line JR-Wests highest-grossing line is the Sanyo Shinkansen high-speed rail line between Osaka and Fukuoka. The Sanyo Shinkansen alone accounts for about 40% of JR-Wests passenger revenues, the company also operates Hakata Minami Line, a short commuter line with Shinkansen trains in Fukuoka. The Urban Network is JR-Wests name for its rail lines in the Osaka-Kobe-Kyoto metropolitan area. These lines together comprise 610 km of track, have 245 stations, Urban Network stations are equipped to handle ICOCA fare cards. Train control on these lines is highly automated, and during peak hours trains run as often as two minutes. JR-Wests Urban Network competes with a number of commuter rail operators around Osaka, the Big 4 being Hankyu Railway/Hanshin Railway, Keihan Railway, Kintetsu. JR-Wests market share in the region is roughly equal to that of the Big 4 put together, largely due to its comprehensive network and those in italics are announcement names. These lines mainly handle business and leisure travel between cities and rural areas in western Japan. They account for about 20% of the companys passenger revenues, fukuchiyama Line Includes JR Takarazuka Line. Hakubi Line Hokuriku Main Line Includes Biwako Line, honshi-Bisan Line, Chayamachi — Kojima Nicknamed Seto-Ōhashi Line Kansai Main Line, Kameyama — JR Namba Includes Yamatoji Line. Kisei Main Line, Shingū — Wakayamashi Includes Kinokuni Line, sanin Main Line Includes Sagano Line. Sanyō Main Line, Kobe — Shimonoseki, Hyōgo — Wadamisaki, takayama Main Line, Inotani — Toyama Tōkaidō Main Line, Maibara — Kobe Includes Biwako Line, JR Kyoto Line, and JR Kobe Line. Initially, it was a wholly owned subsidiary of the JNR Settlement Corporation, for the first four years of its existence, JR-West leased its highest-revenue line, the Sanyō Shinkansen, from the separate Shinkansen Holding Corporation. JR-West purchased the line in October 1991 at a cost of 974.1 billion JPY in long-term payable debt, JNRSC sold 68. 3% of JR-West in an initial public offering on the Tokyo Stock Exchange in October 1996. JRTT offered all of its shares in JR-West to the public in an international IPO in 2004, JR-West is now listed on the Tokyo Stock Exchange, Nagoya Stock Exchange, Osaka Securities Exchange and the Fukuoka Stock Exchange
9.
Hakata-Minami Line
–
The Hakata-Minami Line is an 8.5 km long railway line in Fukuoka Prefecture, Japan, connecting Hakata Station in Fukuoka with Hakata-Minami Station in Kasuga. It is operated by the West Japan Railway Company, although the line uses Shinkansen equipment, trains are officially designated as limited express trains. In practice, however, most services are extensions of Sanyo Shinkansen Kodama services, the Kyushu Shinkansen, opened on 12 March 2011, shares part of the route. The trip from Hakata to Hakata-Minami takes ten minutes and costs ¥290, at that time, Kasuga was a rural region and did not merit a railway station of its own. By the late 1980s, however, the area had become a suburb of Fukuoka. JR decided to build an adjacent to the depot. Gala-Yuzawa Line, another Shinkansen-style non-Shinkansen line
10.
Traction motor
–
A traction motor is an electric motor used for propulsion of a vehicle, such as an electric locomotive or electric roadway vehicle. Direct-current motors with field windings were the oldest type of traction motors. These provided a speed-torque characteristic useful for propulsion, providing high torque at speeds for acceleration of the vehicle. By arranging the field winding with multiple taps, the speed characteristic could be varied, a further measure of control was provided by using pairs of motors on a vehicle, for slow operation or heavy loads, two motors could be run in series off the direct current supply. Where higher speed was desired, the motors could be operated in parallel, making a higher voltage available at each, parts of a rail system might use different voltages, with higher voltages in long runs between stations and lower voltage near stations where slower operation would be useful. A variant of the DC system was the AC operated series motor, since both the armature and field current reverse at the same time, the behavior of the motor is similar to that when energized with direct current. The AC system allowed efficient distribution of power down the length of a rail line, AC induction motors and synchronous motors are simple and low maintenance, but are awkward to apply for traction motors because of their fixed speed characteristic. An AC induction motor only generates useful amounts of power over a speed range determined by its construction. Traditionally road vehicles have used diesel and petrol engines with a mechanical or hydraulic transmission system, traditionally, these were series-wound brushed DC motors, usually running on approximately 600 volts. The availability of high-powered semiconductors has now made practical the use of much simpler, synchronous AC motors are also occasionally used, as in the French TGV. Before the mid-20th century, a large motor was often used to drive multiple driving wheels through connecting rods that were very similar to those used on steam locomotives. Examples are the Pennsylvania Railroad DD1, FF1 and L5 and the various Swiss Crocodiles and it is now standard practice to provide one traction motor driving each axle through a gear drive. Usually, the motor is three-point suspended between the bogie frame and the driven axle, this is referred to as a nose-suspended traction motor. The problem with such an arrangement is that a portion of the weight is unsprung, increasing unwanted forces on the track. In the case of the famous Pennsylvania Railroad GG1, two bogie-mounted motors drove each axle through a quill drive, the Bi-Polar electric locomotives built by General Electric for the Milwaukee Road had direct drive motors. The rotating shaft of the motor was also the axle for the wheels, by mounting the relatively heavy traction motor directly to the power cars frame rather than to the bogie, better dynamics are obtained allowing better high-speed operation. The DC motor was the mainstay of electric drives on both electric and diesel-electric locomotives, street-cars/trams and diesel electric drilling rigs for many years. It consists of two parts, an armature and fixed field windings surrounding the rotating armature mounted around a shaft
11.
Brushed DC electric motor
–
A brushed DC motor is an internally commutated electric motor designed to be run from a direct current power source. Brushed DC motors can be varied in speed by changing the voltage or the strength of the magnetic field. Brushed motors continue to be used for propulsion, cranes, paper machines. When a current passes through the coil wound around an iron core. According to Flemings left hand rule, the cause a turning effect on the coil. A problem with the motor shown above is that when the plane of the coil is parallel to the magnetic field—i. e, when the rotor poles are 90 degrees from the stator poles—the torque is zero. In the pictures above, this occurs when the core of the coil is horizontal—the position it is just about to reach in the last picture on the right, the motor would not be able to start in this position. However, once it was started, it would continue to rotate through this position by momentum, there is a second problem with this simple pole design. At the zero-torque position, both commutator brushes are touching both commutator plates, resulting in a short-circuit, the power leads are shorted together through the commutator plates, and the coil is also short-circuited through both brushes. Note that this problem is independent of the problem above, even if there were a high current in the coil at this position. The problem here is that this short uselessly consumes power without producing any motion In a low-current battery-powered demonstration this short-circuiting is generally not considered harmful, carbon brushes, which are often used, would not weld. One simple solution is to put a gap between the plates which is wider than the ends of the brushes. This increases the range of angular positions but eliminates the shorting problem. With this modification, it can also be turned off simply by stalling it in a position in the zero-torque angle range. This design is seen in homebuilt hobby motors, e. g. for science fairs. A clear downside of this solution is that the motor now coasts through a substantial arc of rotation twice per revolution. Another disadvantage is that, since the coils have a measure of self inductance, the current attempts to jump the opening gap between the commutator segment and the brush, causing arcing. Many common small brushed DC motors used in toys and small consumer appliances, the brushes can now bridge two adjacent commutator segments without causing a short circuit
12.
Tap changer
–
A tap changer is a mechanism in transformers which allows for variable turn ratios to be selected in discrete steps. Transformers with this mechanism obtain this variable turn ratio by connecting to a number access points known as taps along either the primary or secondary winding. These systems usually possess 33 taps and allow for ±10% variation from the nominal transformer rating which, in turn, allows for stepped voltage regulation of the output. Tap changers exist in two types, no load tap changers which must be de-energized before the turn ratio is adjusted. The tap selection on any tap changer may be made via a system, as is often the case for OLTC, or a manual tap changer. Additionally, tap changers are often placed on the voltage transformer winding for easy access. Also called Off-Circuit Tap Changer, Off-Load Tap Changer, or De-Energized Tap Changer, no load tap changers are often utilized in situations in which a transformers turn ratio doesnt require frequent changing and it is permissible to de-energize the transformer system. Alternatively, in systems, the process of tap changing may be assisted by means of a rotary or slider switch. On load tap changers may be classified as either mechanical, electronically assisted. The result operates like a transmission, with the tap selector switches taking the place of the gearbox. This technique overcomes the problems with open or short circuit taps, in a resistance type tap changer, the changeover must be made rapidly to avoid overheating of the diverter. In a typical diverter switch powerful springs are tensioned by a low power motor, to reduce arcing at the contacts, the tap changer operates in a chamber filled with insulating transformer oil, or inside a vessel filled with pressurized SF6 gas. Some arcing is unavoidable, and both the tap changer oil and the contacts will slowly deteriorate with use. All of the winding taps will then be routed into the tap changer compartment through a terminal array, one possible design of on load mechanical tap changer is shown to the right. It commences operation at tap position 2, with load supplied directly via the right hand connection, diverter resistor A is short-circuited, diverter B is unused. In moving to tap 3, the sequence occurs, Switch 3 closes. Rotary switch turns, breaking one connection and supplying load current through diverter resistor A, rotary switch continues to turn, connecting between contacts A and B. Load now supplied via diverter resistors A and B, winding turns bridged via A and B, rotary switch continues to turn, breaking contact with diverter A
13.
Acceleration
–
Acceleration, in physics, is the rate of change of velocity of an object with respect to time. An objects acceleration is the net result of any and all forces acting on the object, the SI unit for acceleration is metre per second squared. Accelerations are vector quantities and add according to the parallelogram law, as a vector, the calculated net force is equal to the product of the objects mass and its acceleration. For example, when a car starts from a standstill and travels in a line at increasing speeds. If the car turns, there is an acceleration toward the new direction, in this example, we can call the forward acceleration of the car a linear acceleration, which passengers in the car might experience as a force pushing them back into their seats. When changing direction, we call this non-linear acceleration, which passengers might experience as a sideways force. If the speed of the car decreases, this is an acceleration in the direction from the direction of the vehicle. Passengers may experience deceleration as a force lifting them forwards, mathematically, there is no separate formula for deceleration, both are changes in velocity. Each of these accelerations might be felt by passengers until their velocity matches that of the car, an objects average acceleration over a period of time is its change in velocity divided by the duration of the period. Mathematically, a ¯ = Δ v Δ t, instantaneous acceleration, meanwhile, is the limit of the average acceleration over an infinitesimal interval of time. The SI unit of acceleration is the metre per second squared, or metre per second per second, as the velocity in metres per second changes by the acceleration value, every second. An object moving in a circular motion—such as a satellite orbiting the Earth—is accelerating due to the change of direction of motion, in this case it is said to be undergoing centripetal acceleration. Proper acceleration, the acceleration of a relative to a free-fall condition, is measured by an instrument called an accelerometer. As speeds approach the speed of light, relativistic effects become increasingly large and these components are called the tangential acceleration and the normal or radial acceleration. Geometrical analysis of space curves, which explains tangent, normal and binormal, is described by the Frenet–Serret formulas. Uniform or constant acceleration is a type of motion in which the velocity of an object changes by an amount in every equal time period. A frequently cited example of uniform acceleration is that of an object in free fall in a gravitational field. The acceleration of a body in the absence of resistances to motion is dependent only on the gravitational field strength g
14.
Railway electrification system
–
A railway electrification system supplies electric power to railway trains and trams without an on-board prime mover or local fuel supply. Electrification has many advantages but requires significant capital expenditure, selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to the revenue obtained for freight and passenger traffic. Different systems are used for urban and intercity areas, some electric locomotives can switch to different supply voltages to allow flexibility in operation, Electric railways use electric locomotives to haul passengers or freight in separate cars or electric multiple units, passenger cars with their own motors. Electricity is typically generated in large and relatively efficient generating stations, transmitted to the railway network, some electric railways have their own dedicated generating stations and transmission lines but most purchase power from an electric utility. The railway usually provides its own lines, switches and transformers. Power is supplied to moving trains with a continuous conductor running along the track usually takes one of two forms. The first is a line or catenary wire suspended from poles or towers along the track or from structure or tunnel ceilings. Locomotives or multiple units pick up power from the wire with pantographs on their roofs that press a conductive strip against it with a spring or air pressure. Examples are described later in this article, the second is a third rail mounted at track level and contacted by a sliding pickup shoe. Both overhead wire and third-rail systems usually use the rails as the return conductor. In comparison to the alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions. Electric locomotives are usually quieter, more powerful, and more responsive and they have no local emissions, an important advantage in tunnels and urban areas. Different regions may use different supply voltages and frequencies, complicating through service, the limited clearances available under catenaries may preclude efficient double-stack container service. Possible lethal electric current due to risk of contact with high-voltage contact wires, overhead wires are safer than third rails, but they are often considered unsightly. These are independent of the system used, so that. The permissible range of voltages allowed for the voltages is as stated in standards BS EN50163. These take into account the number of trains drawing current and their distance from the substation, railways must operate at variable speeds. Until the mid 1980s this was only practical with the brush-type DC motor, since such conversion was not well developed in the late 19th century and early 20th century, most early electrified railways used DC and many still do, particularly rapid transit and trams
15.
25 kV AC railway electrification
–
25 kV alternating current electrification is commonly used in railway electrification systems worldwide, especially for high-speed rail. This electrification is ideal for railways that cover long distances or carry heavy traffic, after some experimentation before World War II in Hungary and in the Black Forest in Germany, it came into widespread use in the 1950s. Railways using older, lower-capacity direct current systems have introduced or are introducing 25 kV AC instead of 3 kV DC/1.5 kV DC for their new high-speed lines. The first successful operational and regular use of the 50 Hz system dates back to 1931 and it was developed by Kálmán Kandó in Hungary, who used 16 kV AC at 50 Hz, asynchronous traction, and an adjustable number of poles. The first electrified line for testing was Budapest–Dunakeszi–Alag, the first fully electrified line was Budapest–Győr–Hegyeshalom. Although Kandós solution showed a way for the future, railway operators outside of Hungary showed a lack of interest in the design. The first railway to use system was completed in 1951 by SNCF between Aix-les-Bains and La Roche-sur-Foron in southern France, initially at 20 kV but converted to 25 kV in 1953. The main reason why electrification at this voltage had not been used before was the lack of reliability of mercury-arc-type rectifiers that could fit on the train. This in turn related to the requirement to use DC series motors, until the early 1950s, mercury-arc rectifiers were difficult to operate even in ideal conditions and were therefore unsuitable for use in the railway industry. It was possible to use AC motors, but they did not have a characteristic for traction purposes. This was because control of speed is difficult without varying the frequency and this is why DC series motors were the best choice for traction purposes, as they can be controlled by voltage, and have an almost ideal torque vs speed characteristic. In the 1990s, high-speed trains began to use lighter, lower-maintenance three-phase AC induction motors. The N700 Shinkansen uses a converter to convert 25 kV single-phase AC to 1,520 V AC to 3,000 V DC to a maximum 2,300 V three-phase AC to run the motors. The system works in reverse for regenerative braking, the choice of 25 kV was related to the efficiency of power transmission as a function of voltage and cost, not based on a neat and tidy ratio of the supply voltage. For a given level, a higher voltage allows for a lower current. The Indian Traction Power uses a 25 kV autotransformer system to achieve greater than the 25 kV system. Supply, in terms, the supply for the electric trains run by the Indian Rail uses only two phases of the normal three-phase electric power supply. The usage of the two phases is a one, feeding a single phase transformer with the two phases instead of the conventional feeding of a phase and a neutral
16.
Overhead line
–
An overhead line or overhead wire is used to transmit electrical energy to trams, trolleybuses, or trains. Overhead line is designed on the principle of one or more overhead wires situated over rail tracks, the feeder stations are usually fed from a high-voltage electrical grid. Electric trains that collect their current from overhead lines use a device such as a pantograph and it presses against the underside of the lowest overhead wire, the contact wire. Current collectors are electrically conductive and allow current to flow through to the train or tram, non-electric locomotives may pass along these tracks without affecting the overhead line, although there may be difficulties with overhead clearance. Alternative electrical power transmission schemes for trains include third rail, ground-level power supply, batteries and this article does not cover regenerative braking, where the traction motors act as generators to retard movement and return power to the overhead. To achieve good high-speed current collection, it is necessary to keep the wire geometry within defined limits. This is usually achieved by supporting the wire from a second wire known as the messenger wire or catenary. This wire approximates the path of a wire strung between two points, a catenary curve, thus the use of catenary to describe this wire or sometimes the whole system. This wire is attached to the wire at regular intervals by vertical wires known as droppers or drop wires. It is supported regularly at structures, by a pulley, link, the whole system is then subjected to a mechanical tension. As the contact wire makes contact with the pantograph, the insert on top of the pantograph is worn down. The straight wire between supports will cause the wire to cross over the whole surface of the pantograph as the train travels around the curve, causing uniform wear. On straight track, the wire is zigzagged slightly to the left. The movement of the wire across the head of the pantograph is called the sweep. The zigzagging of the line is not required for trolley poles. Depot areas tend to have only a wire and are known as simple equipment or trolley wire. When overhead line systems were first conceived, good current collection was only at low speeds. Compound equipment - uses a second wire, known as the auxiliary
17.
Current collector
–
Those for overhead wires are roof-mounted devices, those for third rails are mounted on the bogies. Typically, they have one or more spring-loaded arms that permit the working engagement with the rail or overhead wire, the collector arm pushes the contact shoe against the contact wire or rail. As the vehicle moves, the shoe slides along the wire or rail to draw the electricity needed to run the vehicles motor. The current collector arms are electrically conductive but mounted insulated on the vehicles roof, an insulated cable connects the collector with the switch, transformer or motor. The steel rails of the act as the electrical return. Electric vehicles that collect their current from an overhead line system use different forms of one- or two-arm pantograph collectors, the current collection device presses against the underside of the lowest wire of an overhead line system, which is called a contact wire. Most overhead supply systems are either DC or single phase AC, three phase AC systems use a pair of overhead wires, and paired trolley poles. Electric railways with third rails, or fourth rails, in tunnels carry collector shoes projecting laterally, or vertically, the contact shoe may slide on top of the third rail, on the bottom or on the side. The side running contact shoe is used against the bars on rubber-tired metros. A vertical contact shoe is used on power supply systems, stud contact systems. A pair of shoes was used on underground current collection systems. The contact shoe on a contact system is called a ski collector. The ski collector moves vertically to accommodate variations in the height of the studs. Contact shoes may also be used on overhead conductor rails, on bars or on trolley wires. Most railways use three rails, while the London Underground uses four rails
18.
Pantograph (transport)
–
A pantograph is an apparatus mounted on the roof of an electric train, tram or electric bus to collect power through contact with an overhead catenary wire. It is a type of current collector. Typically, a wire is used, with the return current running through the track. The term stems from the resemblance of some styles to the mechanical pantographs used for copying handwriting, the pantograph was invented in 1879 by Walter Reichel, chief engineer at Siemens & Halske in Germany. A flat slide-pantograph was invented in 1895 at the Baltimore and Ohio Railroad The familiar diamond-shaped roller pantograph was invented by John Q. Brown of the Key System shops for their commuter trains ran between San Francisco and the East Bay section of the San Francisco Bay Area in California. They appear in photographs of the first day of service,26 October 1903, for many decades thereafter, the same diamond shape was used by electric-rail systems around the world and remains in use by some today. The most common type of today is the so-called half-pantograph. Louis Faiveley invented this type of pantograph in 1955, the half-pantograph can be seen in use on everything from very fast trains to low-speed urban tram systems. The electric transmission system for electric rail systems consists of an upper. The pantograph is spring-loaded and pushes a contact shoe up against the underside of the wire to draw the current needed to run the train. The steel rails of the act as the electrical return. As the train moves, the shoe slides along the wire and can set up standing waves in the wires which break the contact. This means that on some systems adjacent pantographs are not permitted, pantographs are the successor technology to trolley poles, which were widely used on early streetcar systems. However, many of these networks, including Torontos, are undergoing upgrades to accommodate pantograph operation, as a precaution against loss of pressure in the second case, the arm is held in the down position by a catch. For high-voltage systems, the air supply is used to blow out the electric arc when roof-mounted circuit breakers are used. Pantographs may have either a single or a double arm, double-arm pantographs are usually heavier, requiring more power to raise and lower, but may also be more fault-tolerant. On railways of the former USSR, the most widely used pantographs are those with a double arm, some streetcars use double-arm pantographs, among them the Russian KTM-5, KTM-8, LVS-86 and many other Russian-made trams, as well as some Euro-PCC trams in Belgium
19.
Automatic train control
–
Automatic train control is a general class of train protection systems for railways that involves a speed control mechanism in response to external inputs. ATC can also be used with automatic operation and is usually considered to be the safety-critical part of the system. Over time there have many different safety systems labeled as automatic train control. The first was used from 1906 by the Great Western Railway, the term is especially common in Japan, where ATC is used on all Shinkansen lines and on some conventional rail lines as a replacement for ATS. The accident report for the 2006 Qalyoub accident mentions an ATC system, aTC-1 is used on the Tōkaidō and Sanyō Shinkansen since 1964. The system used on the Tōkaido Shinkansen is classified as ATC-1A, variants include ATC-1D and ATC-1W, the latter being used exclusively on the Sanyō Shinkansen. Since 2006, the Tōkaidō Shinkansens ATC-1A system has been superseded by ATC-NS, used on the Tōhoku, Jōetsu and Nagano Shinkansen routes, it utilized 0,30,70,110,160,210 and 240 km/h trackside speed limits. In recent years, ATC-2 has been superseded by DS-ATC, the Japanese ATC-2 system is not to be confused with the Ansaldo L10000 ATC system, which is similar to the EBICAB ATC system and both systems are used in parts of Continental Europe. Actually the first implementation of ATC in Japan, it was first used on Tokyo Metro Hibiya Line in 1961, both lines converted to New CS-ATC in 2003 and 2007 respectively. WS-ATC is also used on 5 Osaka Municipal Subway lines, first used on the Tokyo Metro Chiyoda Line in 1971, CS-ATC, is an analogue ATC technology using ground-based control, and, like all ATC systems, used cab signalling. CS-ATC uses trackside speed limits of 0,25,40,55,75 and 90 km/h and its use has extended to include the Tokyo Metro Ginza Line, Tokyo Metro Marunouchi Line, and most recently, the Tokyo Metro Yurakucho Line. It is also used on all Nagoya Municipal Subway lines and 3 Osaka Municipal Subway lines, introduced on the Sōbu Line and the Yokosuka Line from 1972 to 1976, it utilized trackside speed limits of 0,25,45,65,75 and 90 km/h. ATC-5 was deactivated on both lines in 2004 in favour of ATS-P, introduced in 1972, used on the Saikyō Line and Keihin-Tōhoku Line and Yamanote Line. Some freight trains were fitted with ATC-6 as well, in 2003 and 2006, the Keihin-Tōhoku and Yamanote Lines replaced their ATC-6 systems with D-ATC. Used on the Chikuhi Line in Kyushu, developed from ATC-4, ATC-10 can be partially compatible with D-ATC and completely compatible with the older CS-ATC technology. ATC-10 can be seen as a hybrid of analogue and digital technology and it is used on the Tokyo Metro Hanzomon Line, Tokyo Metro Hibiya Line, Tōkyū Den-en-toshi Line, Tōkyū Tōyoko Line and Tsukuba Express. Used on the Kaikyō Line along with Automatic Train Stop since 1988, Digital ATC is a digitized form of automatic train control in use on a few Japan Railway lines. The following forms of Digital ATC are in existence, used on non-high speed lines on some East Japan Railway Company lines
20.
Track gauge
–
In rail transport, track gauge is the spacing of the rails on a railway track and is measured between the inner faces of the load-bearing rails. All vehicles on a network must have running gear that is compatible with the track gauge, as the dominant parameter determining interoperability, it is still frequently used as a descriptor of a route or network. There is a distinction between the gauge and actual gauge at some locality, due to divergence of track components from the nominal. Railway engineers use a device, like a caliper, to measure the actual gauge, the nominal track gauge is the distance between the inner faces of the rails. In current practice, it is specified at a distance below the rail head as the inner faces of the rail head are not necessarily vertical. In some cases in the earliest days of railways, the company saw itself as an infrastructure provider only. Colloquially the wagons might be referred to as four-foot gauge wagons, say and this nominal value does not equate to the flange spacing, as some freedom is allowed for. An infrastructure manager might specify new or replacement track components at a variation from the nominal gauge for pragmatic reasons. Track is defined in old Imperial units or in universally accepted metric units or SI units, Imperial units were established in United Kingdom by The Weights and Measures Act of 1824. In addition, there are constraints, such as the load-carrying capacity of axles. Narrow gauge railways usually cost less to build because they are lighter in construction, using smaller cars and locomotives, as well as smaller bridges, smaller tunnels. Narrow gauge is often used in mountainous terrain, where the savings in civil engineering work can be substantial. Broader gauge railways are generally expensive to build and require wider curves. There is no single perfect gauge, because different environments and economic considerations come into play, a narrow gauge is superior if ones main considerations are economy and tight curvature. For direct, unimpeded routes with high traffic, a broad gauge may be preferable, the Standard, Russian, and 46 gauges are designed to strike a reasonable balance between these factors. In addition to the general trade-off, another important factor is standardization, once a standard has been chosen, and equipment, infrastructure, and training calibrated to that standard, conversion becomes difficult and expensive. This also makes it easier to adopt an existing standard than to invent a new one and this is true of many technologies, including railroad gauges. The reduced cost, greater efficiency, and greater economic opportunity offered by the use of a common standard explains why a number of gauges predominate worldwide
21.
Shinkansen
–
The Shinkansen is a network of high-speed railway lines in Japan operated by five Japan Railways Group companies. The nickname bullet train is used in English for these high-speed trains. The maximum operating speed is 320 km/h, test runs have reached 443 km/h for conventional rail in 1996, and up to a world record 603 km/h for maglev trains in April 2015. Shinkansen literally means new trunk line, referring to the rail line network. The name Superexpress, initially used for Hikari trains, was retired in 1972 but is used in English-language announcements. The original Tōkaidō Shinkansen, connecting the largest cities of Tokyo, carrying 151 million passengers per year, and at over 5 billion total passengers it has transported more passengers than any other high-speed line in the world. The service on the line operates much larger trains and at higher frequency than most other high speed lines in the world. At peak times, the line carries up to thirteen trains per hour in direction with sixteen cars each with a minimum headway of three minutes between trains. While the Shinkansen network has been expanding, Japans declining population is expected to cause ridership to decline over time, the recent expansion in tourism has boosted ridership marginally. Japan was the first country to build dedicated railway lines for high-speed travel, because of the mountainous terrain, the existing network consisted of 1,067 mm narrow-gauge lines, which generally took indirect routes and could not be adapted to higher speeds. Consequently, Japan had a greater need for new high-speed lines than countries where the standard gauge or broad gauge rail system had more upgrade potential. Other significant people responsible for its development were Tadanao Miki, Tadashi Matsudaira. They were responsible for much of the development of the first line. All three had worked on aircraft design during World War II, the popular English name bullet train is a literal translation of the Japanese term dangan ressha, a nickname given to the project while it was initially being discussed in the 1930s. The name stuck because of the original 0 Series Shinkansens resemblance to a bullet and these plans were abandoned in 1943 as Japans position in World War II worsened. However, some construction did commence on the line, several tunnels on the present-day Shinkansen date to the war-era project, by the mid-1950s the Tōkaidō Line was operating at full capacity, and the Ministry of Railways decided to revisit the Shinkansen project. In 1957, Odakyu Electric Railway introduced its 3000 series SE Romancecar train and this train gave designers the confidence that they could safely build an even faster standard gauge train. Thus the first Shinkansen, the 0 series, was built on the success of the Romancecar, in the 1950s, the Japanese national attitude was that railways would soon be outdated and replaced by air travel and highways as in America and many countries in Europe
22.
Trainset
–
A train is a form of rail transport consisting of a series of vehicles that usually runs along a rail track to transport cargo or passengers. Motive power is provided by a locomotive or individual motors in self-propelled multiple units. Although historically steam propulsion dominated, the most common forms are diesel and electric locomotives. Other energy sources include horses, engine or water-driven rope or wire winch, gravity, pneumatics, batteries, the word train comes from the Old French trahiner, from the Latin trahere pull, draw. There are various types of trains that are designed for particular purposes, a train may consist of a combination of one or more locomotives and attached railroad cars, or a self-propelled multiple unit. The first trains were rope-hauled, gravity powered or pulled by horses, from the early 19th century almost all were powered by steam locomotives. A passenger train is one which includes passenger-carrying vehicles which can often be very long, one notable and growing long-distance train category is high-speed rail. In order to much faster operation over 500 km/h, innovative Maglev technology has been researched for years. In most countries, such as the United Kingdom, the distinction between a tramway and a railway is precise and defined in law, a freight train uses freight cars to transport goods or materials. Freight and passengers may be carried in the train in a mixed consist. Rail cars and machinery used for maintenance and repair of tracks, etc. are termed maintenance of way equipment, similarly, dedicated trains may be used to provide support services to stations along a train line, such as garbage or revenue collection. There are various types of trains that are designed for particular purposes, a train can consist of a combination of one or more locomotives and attached railroad cars, or a self-propelled multiple unit. Trains can also be hauled by horses, pulled by a cable, special kinds of trains running on corresponding special railways are atmospheric railways, monorails, high-speed railways, maglev, rubber-tired underground, funicular and cog railways. A passenger train may consist of one or several locomotives and coaches, alternatively, a train may consist entirely of passenger carrying coaches, some or all of which are powered as a multiple unit. In many parts of the world, particularly the Far East and Europe, freight trains are composed of wagons or trucks rather than carriages, though some parcel and mail trains are outwardly more like passenger trains. Trains can also be mixed, comprising both passenger accommodation and freight vehicles, special trains are also used for track maintenance, in some places, this is called maintenance of way. A train with a locomotive attached at each end is described as top and tailed, where a second locomotive is attached temporarily to assist a train up steep banks or grades it is referred to as banking in the UK, or helper service in North America. Recently, many loaded trains in the United States have been made up one or more locomotives in the middle or at the rear of the train
23.
Pilot (locomotive)
–
In railroading, the pilot is the device mounted at the front of a locomotive to deflect obstacles on the track that might otherwise derail the train. In addition to the pilot, small metal bars called life-guards and they knock away smaller obstacles lying directly on the running surface of the railhead. Historically fenced-off railway systems in Europe relied exclusively on these devices and did not use pilots, trams use in place of the pilot a device called a fender. In snowy areas the pilot also has the function of a snowplow, the pilot was invented by Charles Babbage in the 19th century, during his period of working for the Liverpool and Manchester Railway. However, Babbages invention was not built, and it is uncertain whether later users were aware of Babbages idea, on a mainline locomotive, the pilot has to successfully deflect an obstacle hit at speed, the ideal is to push it upwards and sideways out of the way. The locomotive should not lift on impact or the train will follow, the typical shape is a blunt wedge that is shallowly V-shaped in plan. In the later days of locomotives, the front coupler was designed to swing out of the way also, so it could not get caught up. Early diesel locomotives followed the same plan, early shunting locomotives often had a pilot with steps on it to allow yard workers to ride on the locomotive, these were called footboard pilots. In some countries, footboard pilots are outlawed for safety reasons, modern locomotives often have front and rear platforms with safety rails where workers can ride. Most modern European rail vehicles must have pilots with snowplow function, the required strength of the system is 30 kN in the middle of the track and 50 kN near the rails. Where a pilot is not fitted, a different type of anti-climber may be used and this is to prevent one passenger car from riding up over another, or telescoping in a collision. Buffer stop Headstock Notes and News, Pilot Engines, Past, - describes seven other meanings of the word pilot historically used on Britains railways. Hubris and the Cowcatcher by John H. White Jr. Railroad History, pflugerville, Texas, Railway & Locomotive Historical Society, 86–91. CS1 maint, Date format - describes Lorenzo Davies, alleged inventor of the cowcatcher
24.
Standard gauge
–
The standard gauge is a widely used railway track gauge. Approximately 55% of the lines in the world are this gauge, all high-speed rail lines, except those in Russia, Uzbekistan, and Finland, are standard gauge. The distance between the edges of the rails is defined to be 1435 mm except in the United States. It is also called the UIC gauge or UIC track gauge, as railways developed and expanded, one of the key issues was the track gauge to be used. The result was the adoption throughout a large part of the world of a gauge of 1435 mm. In North East England, some lines in colliery areas were 4 ft 8 in. All these lines had been widened to standard gauge by 1846, parts of the United States, mainly in the Northeast, adopted the same gauge, because some early trains were purchased from Britain. However, until well into the half of the 19th century, Britain. The American gauges converged as the advantages of equipment interchange became increasingly apparent, notably, all the 5 ft broad gauge track in the South was converted to standard gauge over the course of two days beginning on 31 May 1886. See Track gauge in the United States, snopes categorized this legend as false, but commented that. It is perhaps more fairly labelled as True, but for trivial, the historical tendency to place the wheels of horse-drawn vehicles approximately 5 feet apart probably derives from the width needed to fit a carthorse in between the shafts. Others were 4 ft 4 in or 4 ft 7 1⁄2 in, the English railway pioneer George Stephenson spent much of his early engineering career working for the coal mines of County Durham. He favoured 4 ft 8 in for wagonways in Northumberland and Durham, the Hetton and Springwell wagonways also used this gauge. Stephensons Stockton and Darlington railway was primarily to transport coal from mines near Shildon to the port at Stockton-on-Tees. The initial gauge of 4 ft 8 in was set to accommodate the existing gauge of hundreds of horse-drawn chaldron wagons that were already in use on the wagonways in the mines. The railway used this gauge for 15 years before a change was made to 4 ft 8 1⁄2 in gauge, George Stephenson used the 4 ft 8 1⁄2 in gauge for the Liverpool and Manchester Railway, authorised in 1826 and opened 30 September 1830. The success of this led to Stephenson and his son Robert being employed to engineer several other larger railway projects. Monkland and Kirkintilloch Railway, authorised 1824 and opened 1825, used 4 ft 6 in, Dundee and Newtyle Railway, authorised 1829 and opened 1831, used 4 ft 6 1⁄2 in
25.
Kodama (train)
–
Kodama is one of the three train services running on the Tōkaidō/Sanyō Shinkansen. Kodama trains stop at all stations, making Kodama the slowest Shinkansen service for trips between major cities such as Tokyo and Osaka, the Kodama trains are used primarily for travel to and from smaller cities such as Atami. Travelers between major cities generally take the Nozomi or Hikari services, which make fewer stops, the name of the train comes from the Japanese word kodama, meaning echo. Kodama trains generally run over shorter distances than Nozomi and Hikari trains, the trainsets used for Kodama service are the same 700 series, and N700 series trains used for the Hikari and Nozomi services. Older 100 series and 300 series trains were used for Kodama services on the Sanyō Shinkansen until they were withdrawn in 2012. In December 2008, reconfigured 500 series trains entered Kodama service to replace the withdrawn Sanyō Shinkansen 0 series trains, many Sanyō Shinkansen Kodama services continue to and from Hakata-Minami on the Hakata-Minami Line. The newest shinkansen trainset, the N700, is used on some early morning. All standard-class cars are non-reserved, and, as all other N700 services. At most intermediate stations, Kodama trains wait for trains, such as the Nozomi, Hikari, Sakura. This was the first EMU train service of the Japanese National Railways classified as a limited express, the train travelled between Tokyo Station and Osaka Station in 6 hours and 50 minutes and first enabled passengers to go and return between the two cities in one day. This is why the train was named Kodama, or echo, a narrow gauge world speed record of 163 km/h was established by a 151 series Kodama trainset on 31 July 1959. The conventional Kodama train ran until 30 September 1964, the day before Kodama debuted on the Shinkansen, the shinkansen Kodama services began on 1 October 1964, operating between Tokyo and Shin-Osaka. On 17 March 2012, the remaining 100 series sets were withdrawn from Kodama services and 700 series Kodama services became entirely no-smoking, onboard trolley refreshment services were discontinued on all JR Central Kodama services from 17 March 2012. Also, some of the 16-car 500 series that used to run as the Nozomi service were cut short to 8 cars to run as the Kodama service, list of named passenger trains of Japan
26.
Hakata Station
–
Hakata Station is a major railway station in Hakata-ku, Fukuoka, Japan. It is the largest and busiest station in Kyushu, and is a gateway to other cities in Kyushu for travellers from Honshu, the Sanyo Shinkansen from Osaka ends at this station. The station was rebuilt in 2011, the main building was torn down and a new, larger station building—as well as office buildings and new platforms—was constructed. The new station building has Hankyu Department Store, its first branch store in Kyushu, as a tenant, the original station building was about 600 m north of the current position. December 1,1963, Station reconstructed in present form raised above street level, march 10,1975, Sanyo Shinkansen services begun. March 22,1983, Temporary Fukuoka City Subway station opened, march 3,1985, Current Fukuoka City Subway station opened. March 3,2011, JR Hakata City opened, march 12,2011, Kyushu Shinkansen services begin. List of railway stations in Japan Fukuoka subway at urbanrail. net Hataka Station Hataka Station Hakata Station
27.
Hikari (train)
–
Hikari is the name of a high-speed train service running on the Tokaido and Sanyo Shinkansen bullet train lines in Japan. Slower than the premier Nozomi but faster than the all-stations Kodama and these services first appeared in 1988 on the Sanyo Shinkansen between Shin-Osaka and Hakata using 6-car 0 series trains. 0 series 12-car SK units were employed on services from 1989. From 11 March 2000, they were replaced by the new 700 series Hikari Rail Star services. These were the services operated between Tokyo and Hakata from 11 March 1989 using JR West 16-car 100 series V sets with four double-deck centre cars including a restaurant car. These operated at a speed of 230 km/h on the Sanyo Shinkansen. From 11 March 2000, restaurant car services were discontinued on all trains, and from May 2002 onwards, the last Grand Hikari ran in November 2002. All seats were reserved on these services, JR West began operating the Hikari Rail Star service from the start of the new timetable on 11 March 2000. This service is limited to the Sanyo Shinkansen, and uses special 8-car 700 series trains with a distinctive livery, JR West introduced the service to provide better competition against airlines on the Osaka-Fukuoka route. The front row of seats in these cars feature power outlets for laptop users, with the transformation of most Hikari Rail Star services into Sakura from 2011, the 8-car 700 Series Shinkansen trains used on the service have been running mostly on Kodama services. All cars are no smoking except for smoking compartments located in Cars 3,7,10, 16-car 700 series services are formed as follows with car 1 at the Hakata end and car 16 at the Tokyo end. 8-car N700 series services are formed as follows with car 1 at the Hakata end, all cars are no smoking except for smoking compartments located in Cars 3 and 7. 8-car 700 series Hikari Rail Star services are formed as follows with car 1 at the Hakata end, before and during World War II, Hikari was the name of an express train operated by Japan from Busan in Korea to Changchun in Manchuria. The name Hikari was first introduced in Japan on 25 April 1958 for express services operating between Hakata and Beppu in Kyushu and this service operated until 30 September 1964, the day before the Tokaido Shinkansen opened. When the Tokaido Shinkansen opened on 1 October 1964, the Hikari was the fastest train on the line, Hikari service was extended to the Sanyo Shinkansen later, although the Hikari trains were only slightly faster than the Kodama trains, earning them the derisive nickname Hidama. In March 2008, the new N700 Series Shinkansen was put into service on a morning Hikari service between Shin-Yokohama and Hiroshima stations, and a night run between Tokyo and Nagoya. A third N700 Hikari run between Nagoya and Tokyo was added in October 2008, and a few other N700 Hikari runs have since been added. From the start of the timetable on 17 March 2012
28.
Kawasaki Heavy Industries
–
/kaʊ. əˈsɑːki/ is a Japanese public multinational corporation primarily known as a manufacturer of motorcycles, heavy equipment, aerospace and defense equipment, rolling stock and ships. It is also active in the production of industrial robots, gas turbines, boilers, the company is named after its founder Shōzō Kawasaki, and has dual headquarters in Chūō-ku, Kobe and Minato, Tokyo. KHI is known as one of the three major industrial manufacturers of Japan, alongside Mitsubishi Heavy Industries and IHI. Prior to World War II, KHI was part of the Kobe Kawasaki zaibatsu, after the war, KHI became part of the DKB Group. Kawasaki is active in a range of the aerospace industry. It is currently developing two large, next-generation aircraft, the XP-1 maritime patrol airplane and the XC-2 transport aircraft, Kawasaki also builds helicopters, including the BK117, jointly developed and manufactured with MBB. It also produces the CH-47J / JA helicopter, in the commercial aviation business, the company is involved in the joint international development and production of large passenger aircraft. It is involved in joint development and production of the Boeing 767, Boeing 777 and Boeing 787 with The Boeing Company, and the 170,175,190 and 195 jets with Empresa Brasileira de Aeronáutica. It is also involved in the joint international development and production of engines for passenger aircraft such as the V2500, the RB211/Trent, the PW4000. Kawasaki also works for the Japan Aerospace Exploration Agency, the Company was responsible for the development and production of the payload fairings, payload attach fittings and the construction of the launch complex for the H-II rocket. It continues to provide services for the H-IIA rocket, main products Aircraft Space systems Helicopters Simulators Jet engines Missiles Electronic equipment Kawasaki is Japan’s largest manufacturer of rolling stock. It began operations in the industry in 1906 and it manufactures express and commuter trains, subway cars, freight trains, locomotives, monorails and new transit systems. Kawasaki is also involved in the development and design of high-speed trains such as Japan’s Shinkansen and its product range include high-performance LNG and LPG carriers, container ships, bulk carriers and VLCCs, as well as submarines. The Company is also involved in the development of offshore structures, Kawasaki also produces marine machinery and equipment, including main engines, propulsion systems, steering gears, deck and fishing machinery. It also offers industrial plant engineering from design to sales, main products Industrial plants Industrial robots Aerodynamic machinery Hydraulic equipment Kawasaki is involved in the development of equipment that prevents pollution in a wide range of industries. Among the leading products are fuel gas desulfurization and denitrification systems, the Company also supplies municipal refuse incineration plants, gasification and melting systems, sewage treatment and sludge incineration plants. Kawasaki has also been developing systems that enable a range of municipal and industrial waste to be recovered, recycled. The company offers of storage solutions for LNG, Kawasaki’s portfolio also includes retractable roofs, floors and other giant structures, for construction, Kawasaki produces products such as wheel loaders, tunnel machines, rollers, snowplows and purpose specific loaders
29.
Expo '70
–
Expo 70 was a worlds fair held in Suita, Osaka, Japan, between March 15 and September 13,1970. The theme of the Expo was Progress and Harmony for Mankind, in Japanese, Expo 70 is often referred to as Osaka Banpaku. This was the first worlds fair held in Japan, the master plan for the Expo was designed by the Japanese architect Kenzo Tange helped by 12 other Japanese architects who designed elements within it. Bridging the site along an axis was the Symbol Zone. Planned on three levels it was primarily a space which had a unifying space frame roof. Osaka was chosen as the site for the 1970 World Exposition by the Bureau International des Expositions in 1965,330 hectares in the Senri Hills outside Osaka had been earmarked for the site and a Theme Committee under the chairmanship of Seiji Kaya was formed. Kenzo Tange and Uzo Nishiyama were appointed to produce the master plan for the Expo, the main theme would be Progress and Harmony for Mankind. Tange invited 12 other architects to elucidate designs for elements within the master plan and these architects included, Arata Isozaki for the Festival Plaza mechanical, electrical and electronic installations, and Kiyonori Kikutake for the Landmark Tower. Two main principles informed the idea of the master plan, the designers thought that unlike previous expositions they wished to produce a central, unifying, Festival Plaza where people could meet and socialise. They called this the Symbol Zone and covered it and the pavilions with a giant space frame roof. The designers liked the idea that like the 1851 Great Exhibition in London and they did not want the constraint imposed by the London Exhibition of having everything contained under one roof, so the space frame contained only the Festival Plaza and themed pavilions. Tange compared the concept to a tree, the idea was that although the national pavilions were like individual flowers they needed to be connected to the whole via branches and a trunk. Thus the Symbol Zone became the trunk and the pedestrian walkways. These elements were reinforced with colour, with the trunk and branches in plain white, the Symbol Zone ran north/south across the site, spanning an arterial road running east/west. The Festival Plaza was to the north of road and had the gate on its southern end. The Theme Space under the frame was divided into three levels, each designed by the artist Tarō Okamoto, The underground level represented the past and was a symbol of the source of humanity. The surface level represented the present, symbolising the dynamism of human interaction, the space frame represented the future and a world where humanity and technology would be joined. Tange envisioned that the exhibition for the future would be like a city and he asked Fumihiko Maki, Noboru Kawazoe, Koji Kamiya
30.
100 Series Shinkansen
–
The 100 series was a Japanese Shinkansen high-speed train type which operated between 1984 and 2012 on the Tokaido Shinkansen and Sanyo Shinkansen high-speed lines. The last remaining examples of the type were withdrawn from service following the last runs on 16 March 2012 and they differ visibly from the earlier 0 series in that the nose profile is more pointed. Another not so visible difference for the 16-car sets was not all cars were powered. Some later production sets had powered driving cars and four unpowered bilevel trailers in the middle instead, external livery was white and blue. Following their removal from service,100 series sets were later reformed into shorter four-. These four- and six-car trains did not have bilevel cars, originally numbered X0, the pre-series set X1 was delivered in 1985, with test running commencing from 27 March that year. It entered revenue service for evaluation trials on Hikari services from 1 October 1985. This unit differed externally from later units in having small windows aligned with each seating bay. The type 116 Green car formed as car 10 initially included one two-seat, set X0 was formed as shown below, with car 1 at the Hakata end. Set X1 was withdrawn in March 2000, following passenger evaluation trials with the pre-series set X1, a total of seven X sets were built for use on Tokaido and Sanyo Shinkansen Hikari services. These sets were formed as shown below, cars 2,4,6,8, and 10 were each fitted with cross-arm pantographs. These units were renumbered as 16-car sets X2 to X5 with the inclusion of bilevel trailer cars. The noticeable difference over previous shinkansen designs was the inclusion of two trailer cars in the centre of the formation. The type 168 car had a restaurant area on the deck with kitchen facilities. The adjacent type 149 car provided private compartments for Green class passengers on the lower deck, from March 1998, the X sets were redeployed to Tokaido Kodama services. The restaurant cars were no longer used, and fittings were subsequently removed, the fleet of X sets contained the oldest members of the 100 series fleet, and the first withdrawals started in August 1999. From the new change of 2 October 1999, X sets were no longer assigned to regular workings. The last remaining units were withdrawn by April 2000, the 16-car X sets were formed as follows
31.
300 Series Shinkansen
–
The 300 series was a Japanese high-speed Shinkansen train type which operated on the Tokaido and Sanyo Shinkansen lines in Japan between 1992 and 2012. When first introduced, they were used on the fastest Nozomi services, as more were delivered they replaced earlier units on Hikari service and allowed the thus displaced 100 series units to finally in turn displace 0 series units on almost all services. The front-end styling of these consisted of a curved wedge. The furthest forward point was the bottom of the pilot. They were painted brilliant white with a blue stripe beneath the windows. They were only formed as sixteen-car sets and had no restaurant cars, technically, they are notable for being the first Shinkansen sets to employ three-phase AC traction motors instead of direct current units, as well as new bolsterless bogies to reduce weight. The 300 series was awarded the Laurel Prize in May 1993, in the early hours of 1 March 1991, this set recorded a speed of 325.7 km/h on the Tōkaidō Shinkansen between Maibara and Kyoto, a Japanese national speed record at the time. The set was modified to production standards in March 1993, becoming set J1, visually, the driving cab had a different windscreen design, different headlight arrangement, and flared side panels over the front bogies. The prototype set was fitted with five pantographs, but this was later reduced to two in line with modifications to the production fleet. Limited water tank capacity meant that the unit was not capable of running return trips from Tokyo to Hakata, from 2001 onwards, this unit was converted for use as a JR Central test train for testing new digital ATC equipment on the Tokaido Shinkansen. It was finally withdrawn in March 2007, all cars except one end car, 322-9001, were cut up. 60 16-car sets operated by Central Japan Railway Company and these sets were delivered between February 1992 and October 1998. In December 1998, set J59 was fitted experimentally with new 700 series style single-arm pantographs and fairings to reduce noise, following testing, JR Central subsequently fitted new pantographs to all of its sets, with modifications completed by late 2002. The new secondary suspension offered firmer support against lateral movement, the entire fleet operated by JR Central received the modifications by February 2007. With the entry service of new N700 series trains, withdrawals of production 300 series sets began in July 2007 with the withdrawal of set J14. The remaining fleet of JR Central 300 series sets were removed from scheduled services from 1 February 2012. The 16-car J sets were formed as follows, with car 1 at the Hakata end, cars 6 and 12 each had one single-arm pantograph. Nine 16-car sets operated by West Japan Railway Company and these sets were delivered between December 1992 and September 1993
32.
Kokura Station
–
Kokura Station in Kokura Kita ward is the main railway station in Kitakyushu, Japan. It is part of the JR Kyushu network and the Sanyo Shinkansen stops here and it is the second largest station in Kyushu with 120,000 users daily. Kokura station was expanded and remodelled. July 1,1907, Brought under state control, march 1,1958, Reconstructed 700m eastwards of original location. March 10,1975, Sanyo Shinkansen services commenced, april 1,1987, Following privatisation of JNR it came under the control of JR Kyushu. The Shinkansen platforms are run by JR West, april 1,1998, Kitakyushu Monorail line is extended to Kokura Station as part of a major reconstruction of the station building. Media related to Kokura Station at Wikimedia Commons New Kitakyushu Airport - a direct link to the airport from Kokura station is planned Station Information
33.
Hiroshima Station
–
Hiroshima Station is a railway station located in Minami-ku, Hiroshima, Japan, operated by West Japan Railway Company. Hiroshima Station is the station for several lines, and all Sanyō Shinkansen trains stop here. Hiroshima Station has two entrances, the north — or Shinkansen — entrance, and the south entrance. A pedestrian tunnel connects the area in front of the Shinkansen entrance to a plaza underneath the south entrance to Hiroshima Station. Elevator and escalator access is available for several of the entrances, events are sometimes held in the large area of the underground plaza in front of the entrance to Fukuya. The Shinkansen station has two platforms which serve a total of four tracks. The non-Shinkansen lines use three island platforms and one platform serving eight tracks. Opened the train services between Tokuyama Station on September 25,1897, nationalized as the station of the Japan National Railways on December 1,1906. Opened Hiroden Hon-ekimae, a stop in front of Hiroshima Station on November 23,1912, Station building was destroyed in the atomic bombing on August 6,1945. The Hiroden stop in front of the Hiroshima Station is renamed Hiroshima Ekimae on March 30,1960, completed the current station building and called Hiroshima Minshu Eki (Hiroshima the peoples Station in December 1965. Freight services transferred to Higashi Hiroshima Station on March 1,1969, stopped the passenger train services on Ujina Line on March 31,1972. Started the train services on the Sanyō Shinkansen and renamed the north entrance as the Shinkansen Entrance on March 10,1975, privatized and started operation as a station of the JR West on April 1,1987. Redecorated the south entrance and named the building as ASSE in April 1999, the Hiroden stop in front of Hiroshima Station is renamed Hiroshima Station Tram Stop on November 1,2001. The Hiroshima Station Shinkansen entrance begins using automated ticket gates on February 27,2005, Hiroshima Airport Limousine bus Other bus services are operated from Shinkansen entrance and Minami entrance. Airport limousine bus service is operated from Shinkansen entrance, Hiroshima Airport Limousine bus Other bus services are operated from Minami entrance. Airport limousine bus service is operated from Shinkansen entrance, Hiroshima Airport Limousine bus Other bus services are operated from Minami entrance. Tadanoumi Station, Onori Station, Takehara Station Mihara Station Saijo Station Airport limousine bus service is operated from Shinkansen entrance, Hiroshima Airport Limousine bus Other bus services are operated from Minami entrance
34.
National Railway Museum
–
The National Railway Museum is a museum in York forming part of the British Science Museum Group of National Museums and telling the story of rail transport in Britain and its impact on society. It has won awards, including the European Museum of the Year Award in 2001. It is the home of the collection of historically significant railway vehicles, as well as a collection of other artefacts. It is the largest museum of its type in Britain, attracting 727,000 visitors during the 2014/15 financial year, the museum is a short walk from the railway station in York, either on the road or via a staircase from the rear of the platforms. A roadtrain runs from the city centre to the museum on Leeman Road during half term, holidays, York Park and Ride also serve the museum from the car park entrance, on Line 2. Admission to the museum has been free since 2001 and it is open daily from 10 am to 6 pm from February to November and 10am to 5pm during the winter months. Locomotion – the National Railway Museum in Shildon, County Durham was opened in October 2004 and is operated by the NRM in conjunction with Durham County Council, the earliest are wagonway vehicles of about 1815. Flying Scotsman is among the intended for operation on the National Rail network from time to time. Rail vehicles on display are exchanged from time to time with other organisations, other physically large exhibits are the Stockton and Darlington Railway Gaunless Bridge and several stationary winding engines used on railway inclines. The National Railway Museum holds an open library and archive of railway related material. This includes a significant collection of locomotive and rolling stock engineering drawings from railway works. Copies of many of these drawings are sold to the heritage railway movement to assist with their new build locomotive. They are also sold to modellers who can use the drawing to produce accurate scale models, the library holds more than 20,000 books and 800 journals of which around 300 are active. The archive also holds a collection of technical and test records. The archives also hold some 1.75 million photographs covering the earliest era of photography to the modern day and these include official collections from railway companies and collections from enthusiasts like Eric Treacy and H. Gordon Tidey. In 1999/2000 the Museum began to collect recordings of former railway staff for a National Archive of Railway Oral History and it also holds the archive of steam train recordings by Peter Handford. In 2009 The Forsythe Collection of travel and transport ephemera was acquired for the collection, the Search Engine facility opened in late 2007 and is open from 10,00 to 17,30 Wednesday to Saturday. The archive and library collections can be viewed by anyone without an appointment although the website recommends pre-booking archive materials at least 24 hours in advance, the majority of its collections have been listed on its website for people to view what materials are available prior to their visit
35.
York
–
York is a historic walled city at the confluence of the rivers Ouse and Foss in North Yorkshire, England. The municipality is the county town of Yorkshire to which it gives its name. The city has a heritage and has provided the backdrop to major political events in England throughout much of its two millennia of existence. The city offers a wealth of attractions, of which York Minster is the most prominent. The city was founded by the Romans as Eboracum in 71 AD and it became the capital of the Roman province of Britannia Inferior, and later of the kingdoms of Northumbria and Jórvík. In the Middle Ages, York grew as a wool trading centre and became the capital of the northern ecclesiastical province of the Church of England. In the 19th century, York became a hub of the railway network, in recent decades, the economy of York has moved from being dominated by its confectionery and railway-related industries to one that provides services. The University of York and health services have become major employers, from 1996, the term City of York describes a unitary authority area which includes rural areas beyond the old city boundaries. In 2011 the urban area had a population of 153,717, the word York derives from the Latinised name for the city, variously rendered as Eboracum, Eburacum or Eburaci. The first mention of York by this name is dated to circa 95–104 AD as an address on a wooden stylus tablet from the Roman fortress of Vindolanda in Northumberland, the toponymy of Eboracum is uncertain because the language of the pre-Roman indigenous population was never recorded. They are thought to have spoken a Celtic language related to modern Welsh, in his Historia Regum Britanniae the 12th century chronicler, Geoffrey of Monmouth, suggests the name derives from that of a pre-Roman city founded by the legendary king Ebraucus. Alternatively, the word already existed as an Old English word for wild swine. The Anglo-Saxon newcomers probably interpreted the part as eofor, and -rac as ric, while -um was a common abbreviation of the Saxon -heem. To them, it sounded as a home rich in boar, as is common in Saxon place names, the -um part gradually faded, eoforic. When the Danish army conquered the city in 866, its name became Jórvík, the Old French and Norman name of the city following the Norman Conquest was recorded as Everwic in works such as Waces Roman de Rou. The form York was first recorded in the 13th century, many company and place names, such as the Ebor race meeting, refer to the Roman name. The Archbishop of York uses Ebor as his surname in his signature, archaeological evidence suggests that Mesolithic people settled in the region of York between 8000 and 7000 BC, although it is not known whether their settlements were permanent or temporary. By the time of the Roman conquest of Britain, the area was occupied by a known to the Romans as the Brigantes
36.
Kyoto Railway Museum
–
The Kyoto Railway Museum is a railway museum in Shimogyō-ku, Kyoto, Japan. The original Umekoji Steam Locomotive Museum opened in 1972, but was expanded and modernized in 2016, the museum is owned by West Japan Railway Company and is operated by Transportation Culture Promotion Foundation. The museum is divided into the exhibition areas, including the 20-track roundhouse built in 1914. Promenade Main Hall Twilight Plaza Roundhouse Former Nijō Station This is a building completed in April 2016. The roundhouse was built surrounding a turntable and it is an Important Cultural Property designated by the government of Japan as the oldest reinforced-concrete car shed extant in Japan. As of April 2016 a total of 53 rolling stock items are on display at the museum, the museum was opened by Japanese National Railways on October 10,1972 commemorating the centennial of the railway in Japan. When JNR was divided into regional companies in 1987, the museum was inherited by JR West, on 19 December 2012, JR West officially announced its plans to modernize and expand the Umekoji museum. It was announced on 18 December 2013 that the museum would be renamed the Kyoto Railway Museum. The construction cost was 7.0 billion yen, the expansion became necessary due to the aging facilities of the Modern Transportation Museum in Osaka. The Modern Transportation Museum closed on 6 April 2014, and the exhibits housed there were moved to the new railway museum in Kyoto. The museum is approximately 20 minutes on foot from Kyoto Station
37.
Osaka
–
Osaka is a designated city in the Kansai region of Japan. Historically a merchant city, Osaka has also known as the nations kitchen. Some of the earliest signs of habitation in the Osaka area at the Morinomiya ruins comprise shell mounds, sea oysters. It is believed that what is today the Uehonmachi area consisted of a land with an inland sea in the east. During the Yayoi period, permanent habitation on the plains grew as rice farming became popular, by the Kofun period, Osaka developed into a hub port connecting the region to the western part of Japan. The large numbers of increasingly larger tomb mounds found in the plains of Osaka are seen as evidence of political-power concentration, in 645, Emperor Kōtoku built his Naniwa Nagara-Toyosaki Palace in what is now Osaka, making it the capital of Japan. The city now known as Osaka was at this time referred to as Naniwa, although the capital was moved to Asuka in 655, Naniwa remained a vital connection, by land and sea, between Yamato, Korea, and China. Naniwa was declared the capital again in 744 by order of Emperor Shōmu, and remained so until 745, in 1496, Jōdo Shinshū Buddhists established their headquarters in the heavily fortified Ishiyama Hongan-ji, located directly on the site of the old Naniwa Imperial Palace. Oda Nobunaga began a siege campaign on the temple in 1570 which ultimately resulted in the surrender of the monks. Toyotomi Hideyoshi constructed Osaka Castle in its place in 1583, Osaka was long considered Japans primary economic center, with a large percentage of the population belonging to the merchant class. Over the course of the Edo period, Osaka grew into one of Japans major cities and returned to its ancient role as a lively and its popular culture was closely related to ukiyo-e depictions of life in Edo. By 1780 Osaka had cultivated a vibrant arts culture, as typified by its famous Kabuki, in 1837 Ōshio Heihachirō, a low-ranking samurai, led a peasant insurrection in response to the citys unwillingness to support the many poor and suffering families in the area. Approximately one-quarter of the city was razed before shogunal officials put down the rebellion, Osaka was opened to foreign trade by the government of the Bakufu at the same time as Hyōgo on 1 January 1868, just before the advent of the Boshin War and the Meiji Restoration. Osaka residents were stereotyped in Edo literature from at least the 18th century, jippenisha Ikku in 1802 depicted Osakans as stingy almost beyond belief. Edo writers aspired to samurai culture, and saw themselves as poor but generous, chaste, Edo writers by contrast saw zeeroku as obsequious apprentices, stingy, greedy, gluttonous, and lewd. The modern municipality was established in 1889 by government ordinance, with an area of 15 square kilometres, overlapping todays Chūō. Later, the city went through three major expansions to reach its current size of 223 square kilometres, Osaka was the industrial center most clearly defined in the development of capitalism in Japan. It became known as the Manchester of the Orient, the rapid industrialization attracted many Korean immigrants, who set up a life apart for themselves
38.
Railway Museum (Saitama)
–
The Railway Museum is a railway museum in Saitama, Saitama, Japan, which opened on 14 October 2007. It was built and is operated by the East Japan Railway Culture Foundation and it consists of a 19,800 m² building on a site covering 42,500 m², with a display area 9,500 m² in size. The museum places emphasis on learning through interactive experiences and is divided into two zones, the history zone and the learning zone. The history zone recounts the history of technology with the help of trains that were in service in the past. In the learning zone, visitors can gain knowledge of the principles and mechanisms of railway with the use of actual parts, the tour of the museum takes roughly two hours with extra time for interactive exhibits. A library room, known as the Teppaku Reading Room opened on 21 July 2012 in the remodelled North Wing of the museum, the present Railway Museum is the successor to the Transportation Museum in Chiyoda, Tokyo. This museum also opened as the Railway Museum under the railway track near Tokyo Station celebrating the beginning of the 50th year of the railways in Japan on 14 October 1921. The museum was renamed the Transportation Museum in 1948 to cover various means of transportation, on 14 May 2006, the museum was closed pending a move to the new Railway Museum in Saitama. In November 2012, it was announced that the Railway Museum would form an alliance with the National Railway Museum in York. The D51 simulator requires a reservation through a reservation terminal installed in the museum and costs 500 yen, the following full-size vehicles are on display. Class 150 steam locomotive – No,1, the first locomotive to operate in Japan Class 1290 steam locomotive – No.1292 Zenko JNR Class 7100 steam locomotive – No.7101 Benkei JNR Class 9850 Mallet steam locomotive – No. 9856, cut away to show internal workings JNR Class C51 steam locomotive – No, C515 JNR Class C57 steam locomotive – No. C57135, the locomotive hauled the last scheduled steam service in 1975 Class DD13 diesel locomotive – No. DD131 Class ED17 electric locomotive – No, ED171 Class ED40 electric locomotive – No. ED4010 Class EF55 electric locomotive – No, EF551 Class EF58 electric locomotive – No. EF5889 Class EF66 electric locomotive – No, EF6611 Class ED75 electric locomotive – No. ED75775 Hanifu1 passenger and luggage carriage Class Nade 6110 electric railcar – No, Nade 6141 Class Kumoha 40 electric railcar – No. Kumoha 40074101 series electric multiple unit car – No, Kumoha 101-902181 series electric multiple unit car – No
39.
Suita, Osaka
–
Suita is a city located in northern Osaka Prefecture, Japan. As of October 1,2016, the city has an population of 378,322. The total area is 36.11 km², the city was founded on April 1,1940, and was the site of Expo 70, a Worlds Fair held in 1970. The J-League soccer club Gamba Osaka plays at Suita City Football Stadium and it is connected to central by Hankyu Railway, West Japan Railway Company and the Osaka Municipal Subway. The Osaka Monorail also passes through the area, connecting the city to Osaka, Asahi Suita Brewery offers the Asahi Brewery Tour with 3 free drinks. SNK, the producer of Neo Geo arcade boards and games, has its headquarters in the city, mister Donut, a fast food franchise that offers doughnuts, coffee, muffins and pastries. Kansai Universitys main branch is located here and it is accessible through Kandaimae Station on the Hankyu Senri Line. Osaka Universitys main administrative campus is hosted here, right beside the Expo Park and it is accessible via the Osaka Monorail at Handaibyoinmae Station, or via Hankyu Senri Line at Kita-Senri Station. Osaka Gakuin University, accessible through Kishibe Station on JR Kyoto Line, Senri Kinran University, accessible through Kita-Senri Station on Hankyu Senri Line. Suita was involved in Bankstowns first international Sister City in March 1989, Suita City official website Suita City official website
40.
Ikeda, Hokkaido
–
Ikeda is a town located in Nakagawa District, Tokachi Subprefecture, Hokkaido, Japan. Tokachi has almost year-round blue skies, which results in warm summers, in the summer temperatures reach 30 degrees Celsius and in winter up to minus 30 degrees Celsius. The clear skies in winter make perfect ice skating conditions and Ikeda is known for producing world class speed skaters, in the 2010 Winter Olympics in Vancouver, a speed skater from Ikeda won a silver medal for Japan. The town has a population of 7,718 as of 2011, the main industry in Ikeda is producing Tokachi wine but there are also livestock and vegetable farming industries. As of January 2011 Ikeda has a population of 7,718, like many small towns in Hokkaido, Ikeda has a declining population. Ikeda is located in central/East Tokachi and it has an area of 371.91 square kilometres. It is mainly flat, but has small hills to the North of the town. From these hills can be seen the beautiful Hidaka Mountains on clear days, Ikeda is conveniently close to Obihiro city, which is 25 km to the West. It also has many other towns, Urahoro Cho to the East. The Tokachi River runs through Ikeda, separating Ikeda Cho and Toshibetsu ward of Ikeda Cho, Ikeda is said to have been first settled in 1879 but organised cultivation began in 1896. In 1926 small villages came together, gaining town status and Ikeda town began, Ikeda is relatively well connected to the rest of Hokkaido by public transport. The Super Ozora express train between Sapporo and Kushiro stops in Ikeda, therefore, Ikeda has express train links to Sapporo, Chitose, Obihiro and Kushiro. This is especially convenient for accessing New Chitose Airport, there are also local trains to Obihiro and Kushiro The town is also connected to North East Tokachi by local bus which travels between Obihiro and Rikubetsu. By car route 38 is useful for accessing Obihiro and the highway to Sapporo is useful for longer journeys, Ikeda has many attractions for visitors. Many locals speak some level of English and are very welcoming to visitors, the wine castle houses local Tokachi wines and shows visitors the wine making process. You can even taste the local wines or grape juice produced there, the castle also offers a large shop with many different local foods, drinks and crafts from Tokachi and Hokkaido and a restaurant overlooking the town. Every October Ikeda holds its annual festival, drawing visitors from all over Hokkaido. For 4000yen you can sample as much Ikeda wine and beef as you like and it is a very popular festival and is Ikedas main event of the year
.svg){kind=logo}
.svg){kind=logo}
.svg){kind=logo}
.svg){kind=logo}
.svg){kind=logo}
