1.
Hitachi
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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
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/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
3.
Kinki Sharyo
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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.
Kawasaki Heavy Industries Rolling Stock Company
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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
5.
Nippon Sharyo
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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
6.
Japan Transport Engineering Company
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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
7.
101 series
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The 101 series was a commuter electric multiple unit train type introduced in 1958 by Japanese National Railways, and formerly operated by East Japan Railway Company and West Japan Railway Company. The last remaining trains were withdrawn in November 2003, the prototype 101 series set was delivered in June 1957, as a 10-car set classified as 90 series with all cars motored. Cab cars were numbered MoHa 90500 to 90503, and the cars were numbered MoHa 90000 to 90005. Production sets were delivered from March 1958, differing visually from the prototype in having exposed rain gutters along the top of each car, the 90 series was reclassified as 101 series from 1959, with the prototype set cars numbered in the 900 subseries. The prototype set was modified in 1962 to bring it up to set standards. 101 series trains operated on the following lines, kuMoHa 101-902 is preserved at The Railway Museum in Saitama, previously preserved at JR Easts Tokyo General Rolling Stock Center. Archived from the original on 4 February 2004, cS1 maint, BOT, original-url status unknown
8.
Japanese National Railways
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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
9.
East Japan Railway Company
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East Japan Railway Company is a major passenger railway company in Japan and one of the seven Japan Railways Group companies. The company name is abbreviated as JR-EAST or JR East in English. The companys headquarters are in Yoyogi, Shibuya, Tokyo, JR East was incorporated on 1 April 1987 after being spun off from the government-run Japanese National Railways. Following the breakup, JR East ran the operations on former JNR lines in the Greater Tokyo Area, the Tohoku region and its railway lines primarily serve Kanto and Tohoku regions, along with adjacent areas in Koshinetsu region and Shizuoka prefectures. JR East operates all of the Shinkansen, high-speed rail lines and these lines have sections inside the Tokyo Suburban Area designated by JR East. This does not necessarily mean that the lines are fully inside the Greater Tokyo Area, JR East aims to reduce its carbon emissions by half, as measured over the period 1990-2030. This would be achieved by increasing the efficiency of trains and company-owned thermal power stations, the Tokyo Metropolitan Police Department has stated that JR Easts official union is a front for an organized crime syndicate called the Japan Revolutionary Communist League. An investigation of this is ongoing, the East Japan Railway Culture Foundation is a non-profit organization established by JR East for the purpose of developing a richer railway culture. The Railway Museum in Saitama is operated by the foundation, EJRC has bid for the London Midland franchise in the United Kingdom. Winners will be announced on June 2017 and will start operating on October 2017, East Japan Railway Company Web Site JR East official apology for Inaho No.14 accident on 25 December 2005 Company history books. Wiki collection of works on East Japan Railway Company
10.
Central Japan Railway Company
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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
11.
JR-West
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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
12.
Kyushu Railway Company
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The Kyushu Railway Company, also referred to as JR Kyushu, is one of the constituent companies of Japan Railways Group. It operates intercity services in Kyushu, Japan and the JR Kyushu Jet Ferry Beetle hydrofoil service across the Tsushima Strait between Fukuoka and Busan, South Korea. It also operates hotels, restaurants, and drugstores across its service region, JR Kyushus headquarters are in Hakata-ku, Fukuoka. After privatization, JR Kyushu diversified its business into new ventures such as fish and mushroom farming, two of its more successful side ventures were the Beetle ferry, started in 1991, and the Trandor bakery chain, started in 1992. JR Kyushu also built up its premium rail services through the development of the Kyushu Shinkansen high-speed rail line, the company introduced SUGOCA, a smart card ticketing system, from March 1,2009. JR Kyushu executed its initial offering in October 2016. Its train segment remains loss-making as of 2015, non-railway operations account for roughly 60% of the companys sales and all of its profits
13.
Kereta Commuter Indonesia
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PT KAI Commuter Jabodetabek, commonly known as Commuterline or KRL is a commuter rail system in the Jakarta metropolitan area, Indonesia. KA Commuter Jabodetabek is operated by PT KAI Commuter Jabodetabek, a subsidiary of PT Kereta Api Indonesia, the infrastructure are owned by Kereta Api Indonesia and some of the stations and lines are used concurrently with regular intercity trains. Jabodetabek refers to Jakarta metropolitan area, widely known as Jabodetabek, Jabodetabek itself is formed by combining the first syllables of Jakarta, Bogor, Depok, Tangerang and Bekasi, which also represent KA Commuters operational area. The current rolling stock are composed by used Japanese trains from Tokyo Metro, Toei Subway, Japan Railways and Tokyu, in 1917, a plan to introduce electrified railway in Batavia was made by Staatspoorwegen, Dutch colonial railways company. The railway between Tanjung Priok to Meester Cornelis was the first line to be electrified, the construction began in 1923 and completed on 24 December 1924. The electrification project continued and on 1 May 1927, all lines that surrounds Batavia has been fully electrified. Batavia Zuid station, closed temporarily in 1926, was reopened on 8 October 1929, the last part of the electrification project, Batavia Zuid - Buitenzorg, was completed in 1930. After independence in 1945, the operation was taken over by DKA. Transportation in Djakarta was at its lowest point during the 1960s, tramways in Jakarta were closed in 1960 and on November 1966, railway traffic on Manggarai – Jakarta Kota was restricted. The electric train services were closed in late 1965, electric service was revived in 1972. On 16 May 1972, PNKA ordered 10 new sets of multiple units from Japan. The new trains, built by Nippon Sharyo, arrived in 1976, sets consisted of four cars each, with capacity of 134 passengers per car. Those new trains will continue serving the passengers in Jakarta for the next 37 years, PNKA continued exporting trains from Japan, South Korea and Netherlands until the late 1990s. In May 2000 the government of Japan via JICA and Tokyo Metropolitan Government donated 72 units of used Toei 6000 trains and these were the first air-conditioned electric train in Indonesia. The new trains were operated on 25 August 2000 for express services, on July 25,2013, the economy class discontinued, leaving the Commuter class as the sole service class throughout the network. Due to extreme crowding, unruly passengers had been riding on top of the en masse. Starting on April 1,2015, the number of trips per day increased to 872, dominated by Bogor/Depok route and Bekasi route with 391 trips and 153 trips per day, headway of Bogor route is 5 minutes, while Bekasi route is still 12 minutes. In July 2015, KA Commuter Jabodetabek served more than 850,000 passengers per day, which is almost triple the 2011 figures and it is predicted will serve 1.2 million passengers per day in 2019
14.
Nara, Nara
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Nara is the capital city of Nara Prefecture located in the Kansai region of Japan. The city occupies the part of Nara Prefecture, bordering Kyoto Prefecture. By the Heian period, a variety of different characters had been used to represent the name Nara, 乃楽, 乃羅, 平, 平城, 名良, 奈良, 奈羅, 常, 那良, 那楽, 那羅, 楢, 諾良, 諾楽, 寧, 寧楽 and 儺羅. A number of theories for the origin of the name Nara have been proposed, the second theory in the list, by notable folklorist Kunio Yanagita, is most widely accepted at present. The Nihon shoki suggests that Nara was derived from narasu, according to this account, in September in the tenth year of Emperor Sujin. leading selected soldiers went forward, climbed Nara-yama and put them in order. Now the imperial forces gathered and flattened trees and plants, therefore the mountain is called Nara-yama. This word gives rise to the verb narasu, adverb narashi, of course, the fact that historically Nara was also written 平 or 平城 as above is further support for this theory. The idea that Nara is derived from 楢 nara is the next most common opinion and this idea was suggested by a linguist, Yoshida Togo. This noun for the plant can be seen as early as in Manyōshū, the latter book states the place name Narahara in Harima derives from this nara tree, which might support Yoshidas theory. Note that the name of the city of Kashihara contains a semantically similar morpheme. Then, there is the idea that Nara is a word from Korean nara. This idea was put forward by a linguist Matsuoka Shizuo, however, almost nothing about the Old Korean language is known today. These 15th-century books used narah, an old form of nara in Korean, beckwith infers the Korean narak derives from the late Middle Old Chinese 壌, from early *narak, and has no connection with Goguryoic and Japanese na. Kusuhara et al. also points out this hypothesis cannot account for the fact there are lots of places named Nara, Naru, there is the idea that Nara is akin to Tungusic na. In some Tungusic languages such as Orok, na means earth, some have speculated about a connection between these Tungusic words and Old Japanese nawi, an archaic and somewhat obscure word that appears in the verb phrases nawi furu and nawi yoru. The Flat land theory is adopted by Nihon Kokugo Daijiten, various dictionaries for place names, history books on Nara and the like today, Nara was the capital of Japan from 710 to 794, lending its name to the Nara period. In 2010, Nara celebrated the 1, 300th anniversary of its ascension as Japans imperial capital, in the modern age, as the seat of the prefectural government, Nara has developed into a local center of commerce and government. The city was incorporated on February 1,1898
15.
Hiroshima
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Hiroshima is the capital of Hiroshima Prefecture and the largest city in the Chūgoku region of western Honshu - the largest island of Japan. The citys name, 広島, means Broad Island in Japanese, Hiroshima gained city status on April 1,1889. On April 1,1980, Hiroshima became a designated city, as of August 2016, the city had an estimated population of 1,196,274. The GDP in Greater Hiroshima, Hiroshima Metropolitan Employment Area, is US$61.3 billion as of 2010, kazumi Matsui has been the citys mayor since April 2011. Hiroshima was established on the river delta coastline of the Seto Inland Sea in 1589 by powerful warlord Mōri Terumoto, Hiroshima Castle was quickly built, and in 1593 Terumoto moved in. Terumoto was on the side at the Battle of Sekigahara. The winner of the battle, Tokugawa Ieyasu, deprived Mōri Terumoto of most of his fiefs, including Hiroshima and gave Aki Province to Masanori Fukushima, after the han was abolished in 1871, the city became the capital of Hiroshima Prefecture. Hiroshima became an urban center during the imperial period, as the Japanese economy shifted from primarily rural to urban industries. During the 1870s, one of the seven government-sponsored English language schools was established in Hiroshima, Ujina Harbor was constructed through the efforts of Hiroshima Governor Sadaaki Senda in the 1880s, allowing Hiroshima to become an important port city. The Sanyō Railway was extended to Hiroshima in 1894, and a line from the main station to the harbor was constructed for military transportation during the First Sino-Japanese War. During that war, the Japanese government moved temporarily to Hiroshima, New industrial plants, including cotton mills, were established in Hiroshima in the late 19th century. Further industrialization in Hiroshima was stimulated during the Russo-Japanese War in 1904, the Hiroshima Prefectural Commercial Exhibition Hall was constructed in 1915 as a center for trade and exhibition of new products. Later, its name was changed to Hiroshima Prefectural Product Exhibition Hall, during World War I, Hiroshima became a focal point of military activity, as the Japanese government entered the war on the Allied side. About 500 German prisoners of war were held in Ninoshima Island in Hiroshima Bay, during World War II, the 2nd General Army and Chugoku Regional Army were headquartered in Hiroshima, and the Army Marine Headquarters was located at Ujina port. The city also had large depots of supplies, and was a key center for shipping. The bombing of Tokyo and other cities in Japan during World War II caused widespread destruction, there were no such air raids on Hiroshima. However, a real threat existed and was recognized, in order to protect against potential firebombings in Hiroshima, school children aged 11–14 years were mobilized to demolish houses and create firebreaks. On Monday, August 6,1945, at 8,15 a. m, by the end of the year, injury and radiation brought the total number of deaths to 90, 000–166,000
16.
Karatsu, Saga
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Karatsu is a city located in Saga Prefecture on the island of Kyushu, Japan. Its name, formed from the Japanese word roots 唐 kara, the central area of Karatsu, which does not include the former cities and villages of Higashimatsuura District, has a population of 78,386. As of October 1,2016, the city has an population of 121,684. The total area is 487.42 km², on January 1,2005, the towns of Chinzei, Hamatama, Hizen, Kyūragi, Ōchi and Yobuko. and the village of Kitahata were merged into Karatsu. On January 1,2006, the village of Nanayama was merged into Karatsu, due to its proximity to mainland Asia, Karatsu has long been known as a stopover to Korea and China. Mountains, Mt. Sakurei, Mt. Hachiman, Mt. Tonbo Saga Prefecture Genkai Imari Saga Takeo Taku Fukuoka Prefecture Itoshima Under ritsuryō, in 1591, on the coast of the northern part of the city, Nagoya Castle was constructed. The following year, it became the location from which the Imjin War was launched by Toyotomi Hideyoshi, in the middle of 1593, Terasawa Hirotaka created the Karatsu domain and began governing it. In 1602, replacing Nagoya Castle, Karatsu Castle was constructed in what is now the heart of Karatsu, the tower of Karatsu Castle was built in 1966. 1889-04-01 - The modern municipal system was established, the current city region is occupied by 1 town, and 19 villages. 1896-07-28 - Ōmura was renamed Tamashima, 1922-07-01 - Hamasaki was elevated to town status. 1922-11-01 - Nagoya changes the kanji of its name, 1924-01-01 - Mitsushima was incorporated into Karatsu Town. 1928-08-01 - Yobuko was elevated to town status, 1931-02-01 - Karatsu Village was incorporated into Karatsu Town. 1932-01-01 - Karatsu Town was elevated to city status, 1935-09-01 - Sashi and Ōchi both were elevated to town status. 1941-11-03 - Sashi was incorporated into Karatsu, 1952-05-03 - Kyūragi was elevated to town status. 1954-11-01 - Kagami, Kuri, Minato and Onizuka were all incorporated into Karatsu, 1956-09-30 - Hamasaki and Tamashima were merged to create the town of Hamasaki-Tamashima, and Nagoya and Uchiage were merge to create the town of Chinzei. 1958-11-01 - Kirigo was split and its parts were incorporated into Karatsu and Irino, 1966-11-01 - Hamasaki-Tamashima was renamed Hamatama. 2005-01-01 - Karatsu merged with Chinzei, Hamatama, Hizen, Kitahata, Kyūragi, Ōchi, 2006-01-01 - Nanayama was incorporated into Karatsu. The graceful Karatsu Castle stands watch over this castle town, Karatsu is famous for its Karatsu Kunchi festival, which runs annually from November 2 to November 4 and is visited by approximately 500,000 visitors from all over Japan
17.
Depok
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Depok is a city in West Java province, Indonesia on the southern border of DKI Jakarta in the Jabodetabek metropolitan region. The de in Jabodetabek refers to Depok, while Depok word is an acronym of De Eerste Protestants Onderdaan Kerk, there is also a saying that the word depok itself comes from Sundanese language meaning hermitage or abode of one living in seclusion. It has an area of 200.29 km2 and at the 2010 Census had a population of 1,751,696 people, the city is divided into eleven districts. The seat of the regency is located at Depok Jaya, on 18 May 1696, a former VOC officer Cornelis Chastelein bought the land with an area of 12.44 km2,6. 2% the area of todays Depok. Besides cultivating the area with industrial plants with the help of the locals, Chastelein was active as a missionary, to this end, he established a local congregation named De Eerste Protestante Organisatie van Christenen. Today majority of Depoks population are adherent to Islam, except for the majority of the original Depok family. Before his death on June 28,1714, Chastelein had written a will that freed the slave families of Depok and gave them pieces of his land, in 1714, the 12 slave families became landlords and freed men, women, and children. The freed slaves are referred to as the Mardijkers - the word Merdeka meaning freedom in Bahasa Indonesia. The 12 original Depok family names are, The original slave families of Depok are of Balinese, Ambonese, Buginese, Sundanese and Portuguese Indo, i. e. Mestizo and Mardijker descent. Isakh, Jacob, Jonathans, Joseph, and Samuel were family names baptized by Chastelein after the slave families converted to Protestant Christianity, the other families retained their original names and might have been Christian already before joining Chasteleins Protestant church. Descendants of the original Depok families with the exception of the Sadokh family, in 1871, the colonial government gave Depok a special status allowing the area to form its own government and president. The ruling no longer stood after 1952, where the Depok presidency ceded its control of Depok to the Indonesian government except for a few areas, during the Bersiap period of 1945 much of Depok was destroyed and many of its inhabitants killed by Pemuda. Many of the original Depok families fled for their lives from Indonesia during the Indonesian revolution, in March 1982, Depok was reclassified as an administrative city within Bogor Regency and, in 1999, as a city headed by a mayor. Then on 20 April 1999, the city of Depok was unified with neighbouring districts of Bogor Regency to form an autonomous city of Depok with an area of 200.29 km2. This date is commemorated as a date of the establishment of the city, Depok is divided into eleven districts, tabulated below with their 2010 Census population. Tamdjid Abdul Wachyan Moch Masduki Sofyan Safari Hamim Badrul Kamal Nur Mahmudi Ismail Nur Mahmudi Ismail Idris Abdul Somad Depok has an eclectic collection of malls. Older malls or other notable shopping centers include Mall Depok, Depok Plaza, and SixtyOne Building, Depok has many local restaurants and is home to international chains such as McDonalds, A&W, Kentucky Fried Chicken, Pizza Hut, and Starbucks. Modern-day landmarks that were known as Depoks primary shopping centers include Ramanda, Hero Supermarket, Agung Shop
18.
Resistor
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A resistor is a passive two-terminal electrical component that implements electrical resistance as a circuit element. In electronic circuits, resistors are used to reduce current flow, adjust signal levels, to divide voltages, bias active elements, and terminate transmission lines, among other uses. High-power resistors that can dissipate many watts of power as heat may be used as part of motor controls, in power distribution systems. Fixed resistors have resistances that only slightly with temperature, time or operating voltage. Variable resistors can be used to adjust circuit elements, or as sensing devices for heat, light, humidity, force, Resistors are common elements of electrical networks and electronic circuits and are ubiquitous in electronic equipment. Practical resistors as discrete components can be composed of various compounds, Resistors are also implemented within integrated circuits. The electrical function of a resistor is specified by its resistance, the nominal value of the resistance falls within the manufacturing tolerance, indicated on the component. Two typical schematic diagram symbols are as follows, The notation to state a resistors value in a circuit diagram varies, one common scheme is the letter and digit code for resistance values following IEC60062. It avoids using a separator and replaces the decimal separator with a letter loosely associated with SI prefixes corresponding with the parts resistance. For example, 8K2 as part marking code, in a diagram or in a bill of materials indicates a resistor value of 8.2 kΩ. Additional zeros imply a tighter tolerance, for example 15M0 for three significant digits, when the value can be expressed without the need for a prefix, an R is used instead of the decimal separator. For example, 1R2 indicates 1.2 Ω, and 18R indicates 18 Ω, for example, if a 300 ohm resistor is attached across the terminals of a 12 volt battery, then a current of 12 /300 =0.04 amperes flows through that resistor. Practical resistors also have some inductance and capacitance which affect the relation between voltage and current in alternating current circuits, the ohm is the SI unit of electrical resistance, named after Georg Simon Ohm. An ohm is equivalent to a volt per ampere, since resistors are specified and manufactured over a very large range of values, the derived units of milliohm, kilohm, and megohm are also in common usage. The total resistance of resistors connected in series is the sum of their resistance values. R e q = R1 + R2 + ⋯ + R n, the total resistance of resistors connected in parallel is the reciprocal of the sum of the reciprocals of the individual resistors. 1 R e q =1 R1 +1 R2 + ⋯ +1 R n. For example, a 10 ohm resistor connected in parallel with a 5 ohm resistor, a resistor network that is a combination of parallel and series connections can be broken up into smaller parts that are either one or the other
19.
Acceleration
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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
20.
Railway electrification system
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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
21.
Current collector
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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
22.
Bogie
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A bogie is a chassis or framework carrying wheels, attached to a vehicle, thus serving as a modular subassembly of wheels and axles. Bogies take various forms in various modes of transport, while bogie is the preferred spelling and first-listed variant in various dictionaries, bogey and bogy are also used. A bogie in the UK, or a truck, wheel truck. In Indian English, bogie may also refer to a railway carriage. In South Africa, the bogie is often alternatively used to refer to a freight or goods wagon. The first standard gauge British railway to build coaches with bogies, an alternate configuration often is used in articulated vehicles, which places the bogies under the connection between the carriages or wagons. Most bogies have two axles, but some cars designed for heavy loads have more axles per bogie, heavy-duty cars may have more than two bogies using span bolsters to equalize the load and connect the bogies to the cars. Suspension to absorb shocks between the frame and the rail vehicle body, Common types are coil springs, or rubber airbags. At least one wheelset, composed of an axle with bearings and a wheel at each end The bolster, the railway car is supported at the pivot point on the bolster. Axle box suspensions absorb shocks between the bearings and the bogie frame. The axle box suspension usually consists of a spring between the frame and axle bearings to permit up-and-down movement, and sliders to prevent lateral movement. A more modern design uses solid rubber springs, brake equipment, Two main types are used, brake shoes that are pressed against the tread of the wheel, and disc brakes and pads. More modern, bolsterless bogie designs omit these features, instead taking advantage of the movement of the suspension to permit rotational movement. The Commonwealth bogie, manufactured by the English Steel Corporation under licence from the Commonwealth Steel Company in Illinois, fitted with SKF or Timken bearings, it was introduced in the late 1950s for all BR Mark 1 vehicles. It was a heavy, cast-steel design weighing about 6.5 long tons, with sealed roller bearings on the axle ends, the leaf springs were replaced by coil springs running vertically rather than horizontally. The advanced design gave a better quality than the BR1. The side frame of the bogie was usually of bar construction, with simple horn guides attached, the axle boxes had a cast-steel equaliser beam or bar resting on them. The bar had two steel coil springs placed on it and the bogie frame rested on the springs, the effect was to allow the bar to act as a compensating lever between the two axles and to use both springs to soften shocks from either axle
23.
Railway brake
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Brakes are used on the cars of railway trains to enable deceleration, control acceleration or to keep them standing when parked. Clasp brakes are one type of historically used on trains. In the earliest days of railways, braking technology was primitive, some railways fitted a special deep-noted brake whistle to locomotives to indicate to the porters the necessity to apply the brakes. All the brakes at this stage of development were applied by operation of a screw and linkage to brake blocks applied to wheel treads, and it was also unreliable, as the application of brakes by guards depended upon them hearing and responding quickly to a whistle for brakes. This had become apparent from the trials on railway brakes carried out at Newark in the previous year, the chief types of solution were, The chain brake, such as the Heberlein brake, in which a chain was connected continuously along the train. As with car brakes, actuating pressure to apply brakes was transmitted hydraulically and these found some favor in the UK, but even in the UK problems were found with the water used as brake fluid freezing The Westinghouse air brake system. The Westinghouse system uses smaller air reservoirs and brake cylinders than the vacuum equipment. An ejector on the created a vacuum in a continuous pipe along the train. This system was very cheap and effective, but it had the weakness that it became inoperative if the train became divided or if the train pipe was ruptured. This system was similar to the vacuum system, except that the creation of vacuum in the train pipe exhausted vacuum reservoirs on every vehicle. If the driver applied the brake, his drivers brake valve admitted atmospheric air to the pipe. Being an automatic brake, this system applies braking effort if the train divided or if the train pipe is ruptured. Its disadvantage is that the vacuum reservoirs were required on every vehicle, and their bulk. Note, there are a number of variants and developments of all these systems, the Newark trials showed the braking performance of the Westinghouse air-brakes to be distinctly superior but for other reasons it was the vacuum system that was generally adopted on UK railways. Goods and mineral vehicles were provided with hand brakes by which the brakes could be applied by a lever operated by staff on the ground. Early goods vehicles had brake handles on one side only and random alignment of the vehicles gave the guard sufficient braking but, from about 1930 and these trains, not fitted with continuous brakes were described as unfitted trains and they survived in British practice until about 1985. By 1952 only 14% of open wagons, 55% of covered, in the early days of diesel locomotives, a purpose-built brake tender was attached to the locomotive to increase braking effort when hauling unfitted trains. The brake tender was low, so that the driver could see the line and signals ahead if the brake tender was propelled ahead of the locomotive
24.
Dynamic braking
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Dynamic braking is the use of the electric traction motors of a railroad vehicle as generators when slowing the locomotive. It is termed rheostatic if the electrical power is dissipated as heat in brake grid resistors. Dynamic braking lowers the wear of friction-based braking components, and additionally regeneration can also lower energy consumption, dynamic braking can also be used on railcars with multiple units, light rail vehicles, trams and PCC streetcars. When braking, the fields are connected across either the main traction generator or the supply. The rolling locomotive wheels turn the motor armatures, and if the fields are now excited. During dynamic braking, the motors, which are now acting as generators, are connected to the braking grids. When a generator circuit is loaded down with resistance, it causes the generators to slow their rotation. By varying the amount of excitation in the motor fields and the amount of resistance imposed on the circuit by the resistor grids. For permanent magnet motors, dynamic braking is achieved by shorting the motor terminals. This method, however, dissipates all the energy as heat in the motor itself and it is not suitable for traction applications. The electrical energy produced by the motors is dissipated as heat by a bank of onboard resistors, large cooling fans are necessary to protect the resistors from damage. Modern systems have thermal monitoring, so, if the temperature of the bank becomes excessive, it will be switched off, and it is normal practice to incorporate both regenerative and rheostatic braking in electrified systems. If the power system is not receptive, i. e. incapable of absorbing the current. Yard locomotives with onboard energy storage systems allow the recovery of some of this energy which would otherwise be wasted as heat are now available. The Green Goat model, for example, is being used by Canadian Pacific Railway, BNSF Railway, Kansas City Southern Railway, the HEP load on modern passenger trains is so great that some new electric locomotives such as the ALP-46 were designed without the traditional resistance grids. Dynamic braking alone is insufficient to stop a locomotive, as its braking effect rapidly diminishes below about 10 to 12 miles per hour, therefore, it is always used in conjunction with the regular air brake. This combined system is called blended braking, li-ion batteries have also been used to store energy for use in bringing trains to a complete halt. Although blended braking combines both dynamic and air braking, the braking force is designed to be the same as what the air brakes on their own provide
25.
Parking brake
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In cars, the parking brake, also called hand brake, emergency brake, or e-brake, is a latching brake usually used to keep the vehicle stationary. It is sometimes used to prevent a vehicle from rolling when the operator needs both feet to operate the clutch and throttle pedals. Automobile hand brakes usually consist of a directly connected to the brake mechanism on one end. Additionally, the force provided by using the handbrake is small. The hand brake is intended for use in case of mechanical failure where the regular footbrake is inoperable or compromised. Modern brake systems are very reliable and equipped with dual-circuit hydraulics and low-brake-fluid sensor systems. The most common use for a brake is to keep the vehicle motionless when it is parked. Parking brakes have a locking mechanism that will keep them engaged until a release button is pressed. On vehicles with automatic transmissions, this is used in concert with a parking pawl in the transmission. Hand brakes are used to assist in hill starts on vehicles with manual transmissions. Use of the handbrake frees both feet for use on the accelerator and clutch pedals, allowing the car to move off without rolling back at all. Handbrakes are never used to slow the vehicle when it is in motion, as doing so generally locks only the back wheels and sends the car into a handbrake turn. Handbrake turns are used in street racing to initiate drifting, but such a maneuver is often seen as an error among regular road users. School buses which are equipped with a brake system will have a hand brake lever to the left of the driver near the floor. It is operated by pushing the lever down with hand to apply the brake. In cars with rear drum brakes, the brake cable usually actuates these drums mechanically with much less force than is available through the hydraulic system. In cars with disc brakes, the parking brake either actuates the disc calipers or a small drum brake housed within the hub assembly. A number of vehicles, light and medium duty trucks
26.
Automatic train stop
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An automatic train stop or ATS is a system on a train that automatically stops a train if certain situations occur to prevent accidents. In some scenarios it functions as a type of dead mans switch, Automatic train stop differs from the concept of Automatic Train Control in that ATS does not feature an onboard speed control mechanism. The invention of the railway air brake provided an external means for stopping a train via a physical object opening a valve on the brake line to the atmosphere. Eventually known as stops or trip stops, the first mechanical ATS system was installed in France in 1878 with some railroads in Russia following suit using a similar system in 1880. In 1901 Union Switch and Signal Company developed the first North American automatic train stop system for the Boston Elevated Railway and this system was soon adopted by the New York City Subway and other rapid transit systems in the United States. Moreover, the involved in a physical tripping action can begin to damage both the wayside and vehicle borne equipment at speeds over 70 miles per hour. Electronic systems make use of electric currents or electromagnetic fields to trigger some action in the locomotive cab, without physical contact electronic systems could be used with higher speeds, limited only be the equipments ability to sense the signal from stop devices. The first such system was Le Crocodile installed on French railways starting in 1872 which used an electrified contact rail to trigger an acknowledgment from the driver. If no such acknowledgment was made in 5 seconds the train would be stopped and this system was also of the acknowledgment type and was adopted by several railroads, continuing to see service as of 2013. In 1954, Japan introduced ATS-B, the first known variant of ATS, in 1967, ATS-S was invented, the first non-contact-based ATS to be used, in 1974, ATS-P was used for the first time, and in 1986, H-ATS was invented. Since 1951 ATS has been required by the Interstate Commerce Commission as a safety requirement to allow passenger trains to exceed a speed limit of 79 mph. The popularity of ATS as a protection mechanism fell after the introduction of track coded cab signals in the 1930s. Many trains in Japan are equipped with this system, the ATS systems in Japan are slightly similar to those used in the United States, but are mostly transponder-based. The first ATS systems in Japan were introduced in the early 20th century, like the ATS systems used by the railways in the JR Group, they are transponder-based as well, but are generally incompatible with the ATS systems used by JR. In Wellington only a few signals at a junction are fitted with mechanical ATS. Some Korail and subway lines are equipped with this system, Underground lines and have ATS equipped, while, and have the more advanced Communications-based train control. Some Manchester Metrolink services are ATS equipped, however this is being phased out due to the introduction of line of sight signalling, london Underground lines are universally fitted with ATS equipment. This comprises a trip arm outside the running rail
27.
Automatic train control
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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
28.
Track gauge
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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
29.
3 ft 6 in gauge railways
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Railways with a track gauge of 3 ft 6 in/1,067 mm were first constructed as horse-drawn wagonways. From the mid-nineteenth century, the 3 ft 6 in gauge became widespread in the British Empire, there are approximately 112,000 kilometres of 1,067 mm gauge track in the world. 1795 One of the first railways to use 3 ft 6 in gauge was the Little Eaton Gangway in England, other 3 ft 6 in gauge wagonways in England and Wales were also built in the early nineteenth century. 1862 In 1862 the Norwegian engineer Carl Abraham Pihl constructed the first 3 ft 6 in gauge railway in Norway,1865 In 1865 the Queensland Railways were constructed. Its 3 ft 6 in gauge was promoted by the Irish engineer Abraham Fitzgibbon,1868 In 1868 Charles Fox asks civil engineer Edmund Wragge to survey a 3 ft 6 in railway in Costa Rica. 1871 In 1871 the Canadian Toronto, Grey and Bruce Railway,1872 In January 1872 Robert Fairlie advocated the use of 3 ft 6 in gauge in his book Railways Or No Railways, Narrow Gauge, Economy with Efficiency v. Broad Gauge, Costliness with Extravagance. 1872 also saw the opening of the first 3 ft 6 in gauge railway in Japan,1873 On 1 January 1873, the first 3 ft 6 in gauge railway was opened in New Zealand, constructed by the British firm John Brogden and Sons. Earlier built 4 ft 8 1⁄2 in and broad gauge railways were converted to the narrower gauge. Also in 1873 the Cape Colony adopted the 3 ft 6 in gauge, after conducting several studies in southern Europe, the Molteno Government selected the gauge as being the most economically suited for traversing steep mountain ranges. Beginning in 1873, under supervision of Railway engineer of the Colony William Brounger, the Cape Government Railways rapidly expanded and the gauge became the standard for southern Africa. 1876 Natal also converted its short 10 kilometres long Durban network from 4 ft 8 1⁄2 in broad gauge prior to commencing with construction of a network across the colony in 1876. Other new railways in Southern Africa, notably Mozambique, Bechuanaland, after 1876 In the late nineteenth and early twentieth century numerous 3 ft 6 in gauge tram systems were built in the United Kingdom and the Netherlands. In Sweden, the gauge was nicknamed Blekinge gauge, as most of the railways in the province of Blekinge had this gauge. An alternate name for this gauge, Cape gauge, is named after the Cape Colony in what is now South Africa, the term Cape Gauge is used in other languages, such as the Dutch kaapspoor, German Kapspur, Norwegian kappspor and French voie cape. After metrication in the 1960s, the gauge was referred to in official South African Railways publications as 1065 mm instead of 1067 mm, the gauge is sometimes referred to as CAP gauge, after C. A. The gauge name Colonial Gauge was used in New Zealand, in Australia the imperial term 3 foot 6 inch is used. In some Australian publications the term medium gauge is also used, in Japan 1,067 mm gauge is referred to as kyōki, which directly translates as narrow gauge. It is defined in metric units, Cape Government Railways Heritage railway List of track gauges Norwegian gauge controversy South African Trains – A Pictorial Encyclopaedia Why Did Japan Choose the 36 Narrow Gauge
30.
Electric multiple unit
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An electric multiple unit or EMU is a multiple unit train consisting of self-propelled carriages, using electricity as the motive power. An EMU requires no separate locomotive, as traction motors are incorporated within one or a number of the carriages. An EMU is usually formed of two or more semi-permanently coupled carriages, but electrically powered single-unit railcars are also classed as EMUs. EMUs are popular on commuter and suburban rail networks around the world due to their fast acceleration, being quieter than DMUs and locomotive-drawn trains, EMUs can operate later at night and more frequently without disturbing residents living near the railway lines. The first EMUs were used on the elevated Liverpool Overhead Railway in 1893, the southern terminal of the railway was underground, giving the LOR the distinction of also being the first to use EMUs underground. Each carriage had a traction motor and was specifically designed and constructed to be light in weight while running on elevated steel sections. The first EMUs were two-carriage trains later graduating to three carriages, with the front and rear carriages powered, Liverpool Museum retains an example of the Liverpool Overhead Railway EMU carriage. An early proponent of EMUs was the American engineer Frank J. Sprague, the cars that form a complete EMU set can usually be separated by function into four types, power car, motor car, driving car, and trailer car. Each car can have more than one function, such as a car or power-driving car. A power car carries the equipment to draw power from the electrified infrastructure, such as pickup shoes for third rail systems and pantographs for overhead systems. Motor cars carry the traction motors to move the train, and are combined with the power car to avoid high-voltage inter-car connections. Driving cars are similar to a cab car, containing a drivers cab for controlling the train, an EMU will usually have two driving cars at its outer ends. Trailer cars are any cars that carry little or no traction or power related equipment, on third rail systems the outer vehicles usually carry the pick up shoes, with the motor vehicles receiving the current via intra-unit connections. Many modern 2-car EMU sets are set up as married pair units, while both units in a married pair are typically driving motors, the ancillary equipment are shared between the two cars in the set. Since neither car can operate without its partner, such sets are permanently coupled, advantages of married pair units include weight and cost savings over single-unit cars while allowing all cars to be powered, unlike a motor-trailer combination. Disadvantages include a loss of flexibility, as trains must be multiples of two cars, and a failure on a single car could force removing both it and its partner from service. The retired New York–Washington Metroliner service, first operated by the Pennsylvania Railroad and later by Amtrak, also featured high-speed electric multiple-unit cars, diesel multiple unit Battery electric multiple unit British electric multiple units Media related to Electric multiple unit at Wikimedia Commons
31.
West Japan Railway Company
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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
32.
Yamanote Line
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The Yamanote Line is a railway loop line in Tokyo, Japan, operated by East Japan Railway Company. However, in everyday usage the Yamanote Line refers to the entire 34.5 km loop line served by local trains. Trains run from 04,26 to 01,18 the next day at intervals as short as 2.5 minutes during peak periods, a complete loop takes 59 to 65 minutes. All trains stop at each station, trains are put into and taken out of service at Ōsaki and sometimes Ikebukuro. Certain trains also start from Tamachi in the mornings and end at Shinagawa in the evenings, trains which run clockwise are known as sotomawari and those counter-clockwise as uchi-mawari. The line also acts as a fare zone destination for JR tickets from locations outside Tokyo and this refers to stations on the Yamanote Line as well as the Chūō-Sōbu Line between Sendagaya and Ochanomizu. The line colour used on all rolling stock, station signs and diagrams is JNR Yellow Green No.6, the ridership of the Yamanote Line in 2015 is 1,097,093 passengers. However, in case the Yamanote Line refers to JR Easts internal definition of the entire rail corridor between Shinagawa and Tabata stations via Shinjuku. As such ridership of the local service connecting its 29 stations is divided into several corridors making a complete count of only the Yamanote Loop unavailable. Ridership of the Saikyō and Shōnan–Shinjuku Lines sharing the corridor on the parallel Yamanote freight line are included in the ridership of the Yamanote Line, while the ridership of the Yamanote Line between Tabata and Shinagawa Station is excluded and counted as part of the Tōhoku and Tōkaidō Main Lines. Due to the Yamanote Lines central location connecting most of Tokyos major commuter hubs and commercial areas, sections of the line were running over 250% capacity in the 1990s and remained above 200% for most of the 2000s. As of 2016, the busiest section of the runs at 167% capacity. Yamanote literally refers to inland, hillier districts or foothills, in Tokyo, Yamanote lies along the western side of the Yamanote Line loop. Yamanote-sen is officially written in Japanese without the no, which makes its pronunciation ambiguous in print. The characters 山手 may also be pronounced yamate, as in Yamate-dōri, the Seishin-Yamate Line in Kobe and the Yamate area of Yokohama also use this pronunciation. After World War II, SCAP ordered all train placards to be romanized, and it was thus alternatively known as Yamanote and Yamate until 1971, when the Japanese National Railways changed the pronunciation back to Yamanote. Some older people still refer to the line as the Yamate Line, stations are listed in order clockwise from Shinagawa to Tabata, but for operational purposes trains officially start and terminate at Ōsaki. All trains on the Yamanote Line are local trains stop at all stations
33.
Biwako Line
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The Biwako Line is the nickname used by the operator of the West Japan Railway Company to refer to the portion of the Tōkaidō Main Line and the Hokuriku Main Line. The section, along with JR Kyoto Line and JR Kobe Line, the line is named after Lake Biwa, which the route runs along. Line nicknames were introduced when the newly privatized JR West intended to use familiar names over official line names, such as Tōkaidō Main Line, Biwako Line did not appear on the first list, and instead The JR Kyoto Line was to be called up to Maibara. A move in Shiga Prefecture opposed the name, claiming that the name of Kyoto Line in Shiga sounds like an auxiliary, Biwako Line was thus made to refer to the section between Maibara and Kyoto. The section of the name was extended to Nagahama, on the alteration of electric supply from 20 kV AC to 1,500 V DC, which enabled through operation to Kyoto and Osaka. Although the Biwako Line nickname is used by the operator JR West for passenger announcements, the counterpart for the line, Central Japan Railway Company uses its official name Tōkaidō Main Line for the section of JR West, at the connections of Kyoto and Maibara. The Biwako Line nickname appears in local newspapers and real estate advertisements. Frequent passengers understand that the Biwako, JR Kyoto, JR Kobe lines are in one line, however, public recognition of the name is still in question. Special Rapid Service, Trains terminate at Nagahama, Maibara and Yasu, stops at Nagahama, Tamura, Sakata, Maibara, Hikone, Notogawa, Omi-Hachiman, Yasu, Moriyama, Kusatsu, Minami-Kusatsu, Ishiyama, Otsu, Yamashina, and Kyoto. Continues on JR Kyoto Line to Osaka and beyond, local trains Operated as rapid service trains when running in the west of Takatsuki These local trains are mainly operated on the Biwako Line and make every stop on the line. They terminate at Maibara and Yasu, JR Kyoto Line local trains JR Kyoto Line local service extends to Yasu during rush hour on weekdays. Stations are listed from east to west, the distance of Tokyo - Maibara is 445.9 km, and that of Tokyo - Kyoto is 513.6 km. Historically, the Tōkaidō Main Line continued from Tokyo to Kyoto and beyond, in the Japanese timetable books, the distances from Tokyo are still shown in the table, although the Biwako Lines officially begins at Maibara. S, limited stop |, Trains pass
34.
JR Kyoto Line
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The JR Kyoto Line is a commuter rail line in the Osaka-Kobe-Kyoto Metropolitan Area owned and operated by West Japan Railway Company. The name applies to the section of the Tōkaidō Main Line between Kyoto Station and Osaka Station, the Kyoto Line operates in combination with the Biwako Line and the JR Kobe Line, and offers through service trains to the Kosei Line and the JR Takarazuka Line. Operators, distances,42.8 km /26.6 mi, trains stop at Kyōto, Takatsuki, Shin-Ōsaka, and Ōsaka. Trains continue from Ōsaka on the JR Kōbe Line to Himeji, daytime trains depart every 15 minutes and take 28 minutes from Kyōto to Ōsaka and vice versa. Rapid Service Continuing service from the Biwako Line and the Kosei Line, trains stop at Kyōto, Nagaokakyō, Takatsuki, Ibaraki, Shin-Ōsaka, and Ōsaka. After the morning, trains stop at all other stations between Kyōto and Takatsuki and occasionally called local trains on this section. Trains continue from Osaka on the JR Kōbe Line to Himeji,223 series EMUs and 221 series EMUs are used. Local Service from Kyōto to Nishi-Akashi on the JR Kōbe Line,321 series EMUs and 207 series EMUs are used. Freight trains also operate on the line except for the section near Osaka Station where freight trains use separate freight lines, local trains stop at all stations. Rapid Service trains stop at stations marked R and r, special Rapid Service trains stop at stations marked S. From September 5,1876 to the opening of Kyoto Station on February 6,1877, the temporary station was located at 40 chains west of Kyoto Station construction site, or 3 miles and 47 chains away from Mukōmachi Station. On July 26,1876, the Japanese Government Railways opened the section between Ōsaka and Mukōmachi with a station at Takatsuki. On August 9,1876, Yamazaki Station, Ibaraki Station, Kyoto Station opened on February 6,1877. On June 1,1949, operation of the line was taken over by Japanese National Railways
35.
JR Kobe Line
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The JR Kobe Line is the nickname of portions of the Tokaido Main Line and the Sanyo Main Line, between Osaka Station in Osaka, Osaka Prefecture and Himeji Station in Himeji, Hyōgo Prefecture. The line also offers service to the Gakkentoshi Line via the JR Tōzai Line. It was damaged during the 1995 Great Hanshin earthquake, special Rapid Service Continuing service from the Kyoto Line, trains stop at Osaka, Amagasaki, Ashiya, Sannomiya, Kobe, Akashi, Nishi-Akashi, Kakogawa and Himeji. Service extends beyond Himeji on Sanyo Main Line to Aboshi, Kamigori, Service extends beyond Himeji on Sanyo Main Line to Aboshi, Kamigori and Ako Line to Banshu-Ako. In the morning and at night, trains pass Suma, Tarumi, local trains Continuing service from the Kyoto Line at Osaka and the JR Tōzai Line at Amagasaki. Makes every stop to Nishi-Akashi, with extended service to Kakogawa during rush hour. Stations are listed from east to west
36.
Yokohama Line
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The Yokohama Line is a Japanese railway line of the East Japan Railway Company connecting Higashi-Kanagawa Station in Yokohama, Kanagawa and Hachiōji Station in Hachiōji, Tokyo. The line forms part of what JR East refers to as the Tokyo Mega Loop around Tokyo, consisting of the Keiyo Line, Musashino Line, Nambu Line, the lines name comes from the section between Nagatsuta and Higashi-Kanagawa that runs through the city of Yokohama. Nicknamed the Hama-sen by locals, the line serves commuters in the suburbs of Tokyo. Despite the lines name, only one third of trains run as far as Yokohama Station. Rapid trains operate every 30 minutes during the daytime, local trains stop at all stations. Information on the limited express Hama Kaiji service can be found on its page, rapid trains stop at stations marked ● and pass those marked ｜. Through trains to and from the Sagami Line are served by 4-car 205-500 series EMUs,72 series 103 series 205 series 8-car EMUs 8-car 205 series EMU trains were introduced in 1988. In these sets, the car from the Higashi-Kanagawa end had six pairs of doors on each side to allow rapid boarding and disembarking during peak periods. The last 205 series set on the Yokohama Line ran on 23 August 2014, the line was opened by the private Yokohama Railway on 23 September 1908 and leased to the government in 1910. The line was nationalized on 1 October 1917, the Higashi-Kanagawa to Haramachida section was electrified on 1 October 1932, with the Haramachida to Hachiōji section electrified on 14 April 1941. The Higashi-Kanagawa to Kozukue section was double-tracked by 1968, extended to Aihara by 1980, and completed to Hachiōji on 6 March 1988
37.
Yamatoji Line
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The Yamatoji Line is the common name of the western portion of the Kansai Main Line. The line is owned and operated by West Japan Railway Company, Yamatoji Rapid Service, Regional Rapid Service Yamatoji Rapid Service trains start at Kamo or Nara Station and divert from the Kansai Line at Shin-Imamiya Station instead of continuing to JR Namba. From Shin-Imamiya, they run on the Osaka Loop Line, making limited stops to Osaka Station, Rapid Service Rapid Service trains revived for the adjustment of diagram on March 15,2008, and the color of the train type was changed from orange to green. Direct Rapid Service The operation of the Direct Rapid Service trains started on March 17,2008, because of the opening of the Osaka Higashi Line and the adjustment of diagram on March 15,2008. The trains are operated between Nara and Amagasaki via the Yamatoji Line, the Osaka Higashi Line, the Katamachi Line, Local Local trains stop at every station on the Yamatoji Line between Kamo and JR Namba. They are operated between Oji and JR Namba in the non-rush hour, Trains are also operated from JR Namba to Kamo and through from JR Namba to the Nara Line in the early morning. The oldest section of the Yamatoji Line is between Kashiwara and JR Namba, which opened on May 14,1889, the present route was completed on August 21,1907 when the new line between Kamo and Kizu, replacing the original route via Daibutsu, was opened. The name Yamatoji Line has been used since March 13,1988, start, Part of rains start from Kashiwara for JR Namba. |, Trains pass. Local trains stop at every passenger station,103 series 201 series 207 series 221 series 321 series 105 series 113 series 117 series 223-0/2500 series 223-6000 series 381 series
38.
Negishi Line
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The Negishi Line is a Japanese railway line which connects Yokohama and Ōfuna stations. It is operated by East Japan Railway Company, Freight trains also operate on this line, and it is essential for the southern Keihin region. The Negishi Line does not exist as an independent service, keihin-Tōhoku Line—Negishi Line trains are recognizable by their light blue stripe. A few trains travel through to Hachiōji via the Yokohama Line, double-tracking, Entire line Railway signalling, Automatic Train Control During the daytime, trains operate every 3 minutes between Yokohama and Sakuragichō stations. Between Sakuragichō and Isogo, trains operate every 5 minutes, and Isogo, the Hamakaiji limited express service also operates on the Negishi Line. Freight trains are a sight on the Negishi Line. The following rail companies either link up to or use the Negishi Line for the purpose of transporting freight, Takashima Freight Line Kanagawa Rinkai Railway Tōkaidō Freight Line All stations are located in Kanagawa Prefecture. All trains stop at every station, the oldest station on the line is Sakuragichō, which was opened by the Japanese Government Railways on June 12,1872 as the first railway terminal in Yokohama of the first railway line in Japan. The line was extended to Kōzu on July 11,1887 and this was alleviated by a bypass line between Kanagawa and Hodogaya which opened on August 1,1898. The branch was named the Tōkaidō Main Line Branch Line on October 12,1909, Takashimachō Station opened between Kanagawa and Yokohama on December 20,1914 as the terminus of an electrified Keihin Line. On August 15,1915, a new Yokohama Station opened, absorbing nearby Takashimachō, the old Yokohama station was renamed Sakuragichō and the Sakuragichō – Hodogaya bypass closed. Keihin Line service was extended to Sakuragichō on December 30,1915 when freight service ceased on the branch. The line was planned to be extended to Ōfuna, and in 1920 the Government Railways decided that the route would be parallel to the Ōoka River. From Hodogaya to Ōfuna, additional tracks would be added to the existing Tōkaidō Main Line, however, this plan was scrapped after the Great Kantō earthquake of 1923. This provision was the basis for the construction of the present-day Negishi Line, Yokohama Station moved on October 15,1928, between then and January 26,1930, temporary platforms for the Keihin Line were provided on either side of the station. On May 19,1964, the line was extended to Isogo, the line was renamed the Negishi Line after one of the new stations. The Takashima freight line opened on June 1 that year and freight service returned to the line after a nearly 50-year absence,103 series trains were introduced to the line in October 1965. The line was extended from Isogo to Yōkōdai on March 17,1970, the final section between Yōkōdai and Ōfuna opened on April 9,1973, On October 1 that year, freight service commenced between Ōfuna and Isogo
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Fukuchiyama Line
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The Fukuchiyama Line is a railway line operated by West Japan Railway Company connecting Osaka and Fukuchiyama, Japan. Within JR Wests Urban Network covering the Osaka-Kobe-Kyoto metropolitan region, the line from Osaka to Sasayamaguchi is also called the JR Takarazuka Line, the line traverses the cities of Kawanishi and Takarazuka in the northwestern corner of the Osaka metropolitan area. Although Amagasaki is the lines official terminus, all trains continue east to Osaka and beyond on the JR Kōbe Line. Operators, distances,106.5 km /66.2 mi, Rapid, Through trains to and from the JR Tozai Line return at Tsukaguchi Station in the non-rush hour. The Kawabe Horsecar Railway opened a 762mm gauge line between Amagasaki and Itami in 1891, in 1893, the horsecar railway was reorganized as Settsu Railway, which introduced steam power to the railway and extended the line to Ikeda. The Settsu Railway was merged by Hankaku Railway, which had a plan to build a railway between Osaka and Maizuru, the Hankaku Railway converted the line to 1067mm gauge and extended it to Takarazuka in 1897 and to Fukuchiyama in 1899. The company also connected the line to the Kanzaki Station of the JGR line in 1898 making the line to the original Amagasaki terminal a branch, Hankaku Railway was nationalized on August 1,1907. The Amagasaki - Tsukaguchi section was duplicated in 1934, and extended to Takarazuka in 1979/80, the Takarazuka - Shin-Sanda section was duplicated in 1986 in conjunction with the opening of the 2970m Najio tunnel and associated deviation, which shortened the route by 1.8 km. Duplication to Sasayamaguchi was completed in 1996, the Amagasaki - Tsukaguchi section was electrified in 1956, and extended to Takarazuka in 1981. The remainder of the line was electrified in 1986, CTC signalling was commissioned between Fukuchiyama and Sasayamaguchi in 1982, extended to Hirono in 1984 and to Amagasaki in 1986. The branchline between Amagasakikō Station and Tsukaguchi Station ceased passenger operation in 1981 and freight operation in 1984, sanda station - The 12 km line to Arima operated from 1915 to 1943. Sasayama-guchi station - A5 km line to Sasayama-Cho opened in 1914, during WW2 the Japanese became concerned about the vulnerability of the Sanyo Main Line to naval attacks. A bypass was proposed from Sasayama-guchi to Sonobe on the Sanin Main Line utilising the line to Sasayama-Cho, the remainder of the proposed line was not built due to the cessation of hostilities. Fukuchiyama station - The Hokutan Railway Co. operated a 12 km line to Koumori between 1923 and 1971,107 passengers were killed in the accident. Operations on the part of the line remained suspended until trial runs began on June 7,2005. Passenger service resumed on June 19,2005, the train involved was train number 5418M, a limited-stop Rapid commuter service from Takarazuka to Dōshisha-mae. It was a seven-car 207 series electric multiple unit consisting of a 4-car set. The train was carrying approximately 580 passengers at the time of the accident and this article incorporates material from the corresponding article in the Japanese Wikipedia
40.
Musashino Line
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The Musashino Line is a railway line operated by the East Japan Railway Company. It links Tsurumi Station in Yokohama with Nishi-Funabashi Station in Chiba Prefecture, the line forms part of what JR East refers to as the Tokyo Mega Loop around Tokyo, consisting of the Keiyo Line, Musashino Line, Nambu Line, and Yokohama Line. Most services on the Musashino Line are local trains making all stops, some trains continue through the Keiyō Line past Nishi-Funabashi to Tokyo, Minami-Funabashi or Kaihimmakuhari. All passenger trains begin service at Fuchū-Hommachi Station, details on the Musashino South Line freight-only section can be found below the passenger station list, Ōmekaidō Station is approximately 10 minutes walk from Shin-Kodaira Station. Trains on the Musashino Line are normally formed of 205 series, the 205-0 series sets were built from new for the Musashino Line, entering service from 1 December 1991, and have six motored cars per eight-car set. These were the last 205 series sets to be built from new, the 205-5000 series sets were modified between 2002 and 2008 from displaced former Yamanote Line sets by adding new VVVF-controlled AC motors, and have four motored cars per eight-car set. The 209-500 series sets were transferred from the Keiyo Line, where they were displaced by new E233-5000 series sets and reduced from ten to eight cars per set. 101-1000 series 6-car EMUs 103 series 6-car, later 8-car EMUs 201 series 6-car EMUs 165 and 169 series EMUs were used on Shinkansen Relay services,115 series EMUs were used on Musashino services from 2002 until the services were downgraded to all-stations Local status in December 2010. Locomotive types seen hauling freight trains include the Class EF64, Class EF65, Class EF66, Class EF81, Class EF200, Class EF210, Class EH200, Class EH500, Class DE10, and Class HD300. The Musashino Line was initially envisioned as a Tokyo Outer Loop Line in a 1927 railway appropriations bill, construction finally began in November 1965. In 1967, a train carrying jet fuel to Tachikawa Air Base in western Tokyo exploded while passing through Shinjuku Station and this disaster led to the banning of freight trains on railway lines in central Tokyo and sped the development of the Musashino Line as an alternative route. Because most of the line passed through populated areas, it was initially envisioned as a freight-only line. However, opposition from residents, at the same time as the violent landowner battles plaguing Narita International Airport. The first section of the line between Fuchū-Hommachi and Shin-Matsudo opened on 1 April 1973, services operated at 15-minute intervals in the morning peak, and at 40-minute intervals during the daytime off-peak. The southern freight-only line from Fuchū-Hommachi to Tsurumi opened on 1 March 1976, the eastern section of the line from Shin-Matsudo to Nishi-Funabashi opened on 2 October 1978. Inter-running to and from the Keiyo Line commenced on 1 December 1988, from the start of the 1 December 1996 timetable revision, all of the Musashino Line 103 series sets were lengthened from six to eight cars. Osaka Higashi Line, envisioned as a counterpart in the Osaka area Aichi Loop Line, counterpart around Nagoya Stations of the Musashino Line
41.
Tsurumi Line
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The Tsurumi Line is a group of 3 railway lines operated by East Japan Railway Company in Kanagawa Prefecture, Japan.7 km. The gauge is 1,067 mm, two sections of the line have double track and the line is electrified at 1,500 V DC. Japan Freight Railway Company operates on three segments of the line, often to carry petroleum and other chemicals from the refineries and factories in the area. The line is used to carry jet fuel from the US Navy fuel depot near Anzen Station through the Musashino Line to Yokota Air Base in west Tokyo. All stations are located in Kanagawa Prefecture, all trains stop at every station, except for trains to/from Ōkawa which pass Musashi-Shiraishi. 205-1100 series 3-car EMUs Three-car 205-1100 series EMU trainsets modified from former 205-0 series trainsets were introduced on the Tsurumi Line from 25 August 2004, nine 205-1100 series 3-car trains operate on the line. KuMoHa 1272 series 101 series 103 series Locomotives seen hauling freight trains include the EF65, a shuttle bus for Toshiba employees at runs in a loop between Asano, Shin-Shibaura, and Umi-Shibaura stations on a schedule alternating with Tsurumi Line trains. Both the bus and the stops are marked with the Toshiba logo, the Tsurumi Port Railway opened the Bentembashi to Hama-Kawasaki line, including the branch to Okawa in 1926, and extended the mainline to Ogimachi in 1928. In 1930, the Tsurumi to Bentembashi section opened, the lines were electrified at 600 V DC, the Asano to Shin-Shibaura section opened as a freight-only line in 1932, and was extended to Umi-Shibaura in 1940, with passenger services commencing upon the opening of the extension. The company was nationalised in 1943, and in 1948 the voltage was increased to 1,500 V DC and this article incorporates material from the corresponding article in the Japanese Wikipedia
42.
Osaka Loop Line
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The Osaka Loop Line is a railway line in Japan operated by West Japan Railway Company. Part of a second, proposed outer loop line, the Osaka Higashi Line, from Hanaten to Kyuhoji was opened on March 15,2008. This entry covers the central loop line. This loop line consists of two tracks around the heart of metropolitan Osaka, most trains consist of 8 carriages, with distinctive orange colour with white JR graphics on the front, rear and sides. The train schedule varies, but on average, two trains leave Tennōji Station and Ōsaka Station every seven minutes, in opposite directions, on this line, JR West operates several types of trains. The line serves as a link between Ōsaka Station in northern Osaka, and Tennōji in southern central Osaka. Some Limited Express trains linking north and south of the Osaka-Kobe-Kyoto area use the line as a bypass between the Tōkaidō Main Line in the north and the Hanwa Line in the south. Traffic is heavier in the half, Osaka - Kyōbashi - Tennōji. Instead, the outer circle and the inner circle are used to refer to the direction. The outer is clockwise, the inner counterclockwise, if rules, such as the registration of the line at Ministry of Land, Infrastructure and Transport apply, the inner loop is down. Local trains are operated all day, some operate over the complete loop, while some serve the eastern half between Osaka and Tennōji via Kyōbashi. Eight-car EMUs of 103 series and 201 series are used, Trains of the Sakurajima Line are now operated through to the loop line to/from Kyōbashi and Tennoji. Eight-car 103 series and 201 series EMUs are used, through trains to the Kansai Main Line began operated in 1973. In the loop, Yamatoji Rapids pass some stations while Regional Rapids stop all, for Yamatoji Rapid,6 or 8-car 221 series EMUs are used, while 8-car 103 series of light green livery and 6 or 8-car 221 series are for Regional Rapid. This pattern commenced in 1989, but increased significantly in 1994 on the opening of Kansai Airport, 8-car 223 series and 225 series EMUs in 4+4 formations are used for Kansai Airport and Kishūji rapids. 113 series 4-car units were used for rapids of Shin-Ōsaka - Kii-Tanabe in early morning, on the loop, aside from Tennōji, limited numbers of trains stop only at Nishi-Kujō. This route was introduced in 1989 on the completion of a track from the Hanwa Line to platforms of the Kansai Main Line at Tennōji. Until then no through operations were possible from the Hanwa Line,281 series EMUs are used for Haruka,283 series EMUs,287 series EMUs and 289 series EMUs for Kuroshio
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Hanwa Line
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The Hanwa Line is a commuter rail line in the Osaka-Kobe-Kyoto Metropolitan Area, owned and operated by West Japan Railway Company. The 61. 3-kilometre line runs between Osaka and Wakayama, Japan and has a 1. 7-kilometre branchline in a southern Osaka suburb, the terminus of the line in Osaka is Tennōji Station in Tennōji-ku where most of the commuter trains on the line originate and terminate. However, many intercity limited express and rapid trains extend to the Osaka Loop Line beyond Tennōji, the terminus in Wakayama is Wakayama Station. Some trains from Osaka terminate before Wakayama and some spur off to Kansai Airport Station on the Kansai Airport Line from Hineno Station, tracks are connected to the Kisei Main Line and some trains continue on from there. The Hagoromo Branch Line, also called the Hagoromo Line or the Higashi-Hagoromo Branch Line, on the 1.7 km branch, only local shuttle trains operate. They make rapid service stops throughout the Hanwa Line and stop at every station between Hineno and Wakayama except in the morning and night. They go loop with stops at every station between Tennoji and Fukushima via Tsuruhashi, Kyobashi, and Osaka, then Nishikujo, Bentencho, Taisho and Shin-Imamiya. Direct Rapid Service, Osaka Loop Line ← Tennoji ← Wakayama/Kansai Airport Trains run on weekday mornings, Rapid Service, Tennoji - Wakayama Trains run entirely on the Hanwa Line with extended service to the Kisei Main Line except the non-rush hour. Stations on the Hanwa Line where trains stop, at Tennōji, Sakaishi, Mikunigaoka, Ōtori, Izumi-Fuchū, Higashi-Kishiwada, Kumatori, Hineno, Izumi-Sunagawa, Kii, Musota and Wakayama. B-Rapid Service, Tennoji - Wakayama Trains run in early mornings, the first train of the service from Wakayama runs to Shin-Osaka via the Osaka Loop Line and the Umeda Freight Line. Regional Rapid Service, Tennoji - Hineno/Wakayama Trains make rapid service stops from Tennoji to Otori and they mainly run between Tennoji and Hineno in the non-rush hour, and also in the morning and as the last train for Hineno. All trains are based at Hineno and Suita Depots, in 1940, the company was merged with Nankai Railway and became the Yamanote Line of Nankai. The Yamanote Line was then nationalized in 1944 and renamed the Hanwa Line, when Kansai International Airport opened in 1994, the Hanwa Line became one of the main railway links between the city and the airport. This article incorporates material from the article in the Japanese Wikipedia
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Toshiba
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Toshiba Corporation, commonly known as Toshiba and stylized as TOSHIBA, is a Japanese multinational conglomerate headquartered in Tokyo, Japan. Toshiba was founded in 1938 as Tokyo Shibaura Electric K. K. through the merger of Shibaura Seisaku-sho, the company name was officially changed to Toshiba Corporation in 1978. Toshiba is organized into four groupings, the Digital Products Group, the Electronic Devices Group, the Home Appliances Group and the Social Infrastructure Group. It is listed on the Tokyo Stock Exchange, where it is a constituent of the Nikkei 225 and TOPIX indices, the Osaka Securities Exchange, Toshiba is the seventh largest semiconductor manufacturer in the world. Toshiba was founded in 1939 by the merger of Shibaura Seisakusho, Shibaura Seisakusho had been founded as Tanaka Seisakusho by Tanaka Hisashige in July 1875 as Japans first manufacturer of telegraph equipment. In 1904, it was renamed Shibaura Seisakusho, Tokyo Denki was founded as Hakunetsusha in 1890 and had been Japans first producer of incandescent electric lamps. It later diversified into the manufacture of consumer products and in 1899 had been renamed Tokyo Denki. The merger of Shibaura and Tokyo Denki created a new company called Tokyo Shibaura Denki and it was soon nicknamed Toshiba, but it was not until 1978 that the company was officially renamed Toshiba Corporation. The group expanded rapidly, driven by a combination of growth and by acquisitions, buying heavy engineering. In 1977, Toshiba acquired the Brazilian company Semp, subsequently forming Semp Toshiba through the combination of the two companies South American operations, the Toshiba-Kongsberg scandal involved a subsidiary of Toshiba and the Norwegian company Kongsberg Vaapenfabrikk. Senator John Heinz of Pennsylvania said What Toshiba and Kongsberg did was ransom the security of the United States for $517 million, the contract ended in 2008, ending seven years of OEM production with Orion. In December 2004, Toshiba quietly announced it would discontinue manufacturing traditional in-house cathode ray tube televisions, in 2006, Toshiba terminated production of in-house plasma TVs. To ensure its competitiveness in the flat-panel digital television and display market. Before World War II, Toshiba was a member of the Mitsui Group zaibatsu, today Toshiba is a member of the Mitsui keiretsu, and still has preferential arrangements with Mitsui Bank and the other members of the keiretsu. Membership in a keiretsu has traditionally meant loyalty, both corporate and private, to members of the keiretsu or allied keiretsu. This loyalty can extend as far as the beer the employees consume, in July 2005, BNFL confirmed it planned to sell Westinghouse Electric Company, then estimated to be worth $1.8 billion. In late 2007, Toshiba took over from Discover Card as the sponsor of the top-most screen of One Times Square in New York City and it displays the iconic 60-second New Years countdown on its screen, as well as messages, greetings, and advertisements for the company. In January 2009, Toshiba acquired the HDD business of Fujitsu, Toshiba announced on 16 May 2011, that it had agreed to acquire all of the shares of the Swiss-based advanced-power-meter maker Landis+Gyr for $2.3 billion
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Sakurajima Line
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The Sakurajima Line is a railway line in Osaka, Japan, operated by West Japan Railway Company connecting Nishikujō Station to Sakurajima Station. It is also referred to as the JR Yumesaki Line, the entire line is within Konohana-ku, Osaka, and connects the Osaka Loop Line to Universal Studios Japan. The nickname Yumesaki Line was determined in a public poll upon the opening of USJ, the line is used primarily by a mix of factory workers and tourists. There is also freight traffic operating between Suita and Ajikawaguchi, in addition to trains that operate only on the Sakurajima Line itself, there are also direct services from Tennōji, Kyōbashi, and Osaka stations that alternate during non-peak times. Also, during peak seasons, seasonal trains will run through to/from the Hokuriku Main Line. However, as the number of visitors to USJ has been on the decline in recent years, as a contingency in the event of a service disruption, the line has bi-directional signalling, meaning trains can operate in either direction on either line between Nishikujō and Universal City. While Universal Express trains make their stop at Universal City. Such trains proceed to Sakurajima and change directions there, a portion of the Nishinari Line became a part of the Osaka Loop Line when it was completed in 1961, with the rest becoming the Sakurajima Line. The line served as a route for workers in factories along the line as well as for freight. This continued until the construction of USJ, which resulted in tourists being the main users of the line, Sakurajima Station was relocated on April 11999, the lift-bridge on the former line being unused since the canal was filled in the 1990s. When service began at Universal City Station, there were requests by local residents, however, not enough demand was forecast and the requests were not met. This would to improve access to the World Trade Center in Suminoe-ku, traveling from Osaka Station to the WTC requires at least 30 minutes, and this inconvenience is considered a major obstacle to any move. Of the estimated 4 km length of the extension, approximately 3 km would be underground, travel times between Osaka and the WTC are expected to drop to 20 minutes if completed. List of railway lines in Japan This article incorporates material from the article in the Japanese Wikipedia JR West Global Site
