1.
103 series
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The 103 series is a commuter electric multiple unit type introduced in 1964 by Japanese National Railways, and currently operated by West Japan Railway Company and Kyushu Railway Company. They were also operated by East Japan Railway Company and Central Japan Railway Company, in 2004, some sets were shipped to Indonesia, where they operate on the KRL Jabodetabek system in Jakarta. The 103-0 series trains were built between 1963 and 1984 and this 8-car unit was built in 1963 without air-conditioning. The cars were withdrawn from service between 1988 and 1991, Moha 103, 901-902 Moha 102, 901-902 Kuha 103, 901-904 These were built between 1964 and 1970. While not originally fitted with air-conditioning, most of the cars were fitted with air conditioning from 1975, the bogies of the trailer cars were changed from TR201 to TR212 for the cars built from 1968. Cars fitted with TR212 bogies feature disc brakes, because they needed to run on higher speeds on the Jōban, KuMoHa 103, 1-155 MoHa 103, 1-278 MoHa 102, 1-433 KuHa 103, 1-177 & 501-638 SaHa 103, 1-305 This single 10-car unit was built in 1970. It was equipped with air conditioning units and tested on the Yamanote Line in Tokyo. It was subsequently modified to become a standard air-conditioned set in 1978, in 2000, four cars were scrapped at the Narashino Depot, the remaining six cars were scrapped at Keiyō Rolling Stock Center in 2005. MoHa 103, 279-281 MoHa 102, 434-436 KuHa 103, 178-179 SaHa 103, 306-307 Built during 1972 and 1973 and this type was used mainly in Osaka area. Most cars were fitted with air-conditioning from 1976, MoHa 103, 282-330 & 364-374 MoHa 102, 437-486 & 520-530 KuHa 103, 180-212 SaHa 103, 308-323 Built in 1973, they were similar to the air-conditioned prototype. They were fitted with motorized destination blinds on both sides, MoHa 103, 331-413 MoHa 102, 487-569 KuHa 103, 213-268 SaHa 103, 324-359 Built between 1974 and 1980. The front end design was changed with the drivers cab raised so that an ATC signalling system could be included, Kuha 103 of this version was used in the Tokyo area only. MoHa 103, 414-713 MoHa 102, 570-869 KuHa 103, 269-796,798,809,816 SaHa 103, the front end design was the same as the ATC-equipped sets, although this type was not fitted with ATC. Kuha 103-811 &816 were converted to include ATC in 1984, MoHa 103, 714-793 MoHa 102, 870-2050 KuHa 103,797, 799-850 SaHa 103, 472-503 Some 101 series trailer cars were converted to the 103-0 series. The cars bodies and bogies were 101 series originals as the conversions involved minimum modification, the last of these cars were withdrawn from service in 1999. SaHa 103, 751-780 KuHa 103, 2001-2004, 2051-2052160 103-1000 series cars were built in 1970 and 1971 for use on Jōban Line-Chiyoda Line inter-running services, originally painted in grey with a sea green stripe, they were subsequently displaced by new 203 series trains. Some sets were converted to become 105 series, and the rest of the fleet was reallocated to Jōban Line services from Ueno. The last set was retired in March 2006,5 sets were built between 1970 and 1978
2.
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
3.
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
4.
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
5.
Sakurai Line
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The Sakurai Line is a railway line operated by West Japan Railway Company in Nara Prefecture. It connects Nara on the Yamatoji Line to Takada on the Wakayama Line, with services continuing on the Wakayama Line to Ōji Station. Starting on March 13,2010, it is referred to by the nickname Manyō-Mahoroba Line in reference to the number of ancient landmarks along the lines route. The Osaka Railway Co. opened the Takada - Sakurai section in 1893, in 1900 the Osaka Railway Co. merged with the Kansai Railway Co. and the Nara Railway Co. did likewise in 1905. In 1907 the Kansai Railway Co. was nationalised, CTC signalling was commissioned in 1979, and the line was electrified in 1980. Sakurai station - The Osaka Electric Railway Co. operated a 6km line to Hatsuse between 1909 and 1938, the Yamoto Railway Co. line from Oji connected between 1923 and 1944, when that line closed beyond Tawaramoto station. Unebi station - The Kintetsu Railway Osa line connected here between 1924 and 1945, list of railway lines in Japan This article incorporates material from the corresponding article in the Japanese Wikipedia
6.
Kisei Main Line
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The Kisei Main Line is a railway line that parallels the coastline of the Kii Peninsula in Japan between Mie Prefecture and Wakayama Prefecture. The name takes the characters from the names of the old provinces of Kii. The line is operated by Central Japan Railway Company from Kameyama, the terminus, to Shingū, and by West Japan Railway Company from Shingū to Wakayamashi. The segment between Shingū and Wakayama is nicknamed as the Kinokuni Line, after the name of the Kii Province. The line has connections with through service, to the Kansai Main Line for Nagoya via Ise Railway, the Kuroshio runs between Kyoto/Shin-Osaka/Tennōji and Shingū with 16 return workings a day. The line is divided to five parts for local services, by Shingū, Kii-Tanabe, Gobō. In 1891, the Kansai Railway opened the Kameyama to Tsu section, at the western end, the Kiwa Railway opened the Wakayamashi to Wakayama section in 1903, and was acquired by the Kansai Railway the following year. The Kansai Railway and the Sangu Railway were nationalised in 1907, in 1912, the Shingu Railway opened the Kii-Katsuura to Miwasaki section, extending the line to Shingu the following year. The company was nationalised in 1934, in 1935, the Kii-Katsuura to Taiji section was opened by JGR, extended to Kushimoto the following year, and to Esumi in 1940, providing a link to Wakayama and Osaka. The successor to JGR, the Japanese National Railways, opened the Owase to Shingu section in stages between 1956 and 1959, completing the line, the Akogi to Takajaya section was double-tracked in 1909, with the Matsusaka to Tokuwa section double-tracked two years later. In 1944, both sections were returned to track and the recovered materials recycled for the Japanese war effort. The Wakayama to Kii-Tanabe section was double-tracked in stages between 1964 and 1978, the line was electrified between Wakayama and Shingu in 1978, with the Wakayama to Wakayamashi section being commissioned in 1984. CTC signalling was commissioned between Wakayama and Shingu in 1978, and extended to Kameyama in 1983, Akogi Station, The Chusei Railway operated a 6 km 762 mm gauge line between Iwatahashi and Hisai between 1909 and 1942. At Hisai, it connected to the Dainippon Railway 15 km 762 mm gauge line to Ise-Kawaguchi on the Meisho Line between 1925 and 1942, Matsusaka Station, Mie Kotsu operated 20 km 762 mm line to Oishi between 1912 and 1964. The line was electrified at 600 V DC in 1927, although steam locomotives continued to be used until 1938, Tokuwa Station, The Ise Electric Railway main line connected here between 1930 and 1941. Funatsu Station, The Osugidani forest railway connected here to haul cedar and it was opened between 1929 and 1952 utilising 762 mm gauge, and featured a 17 km main line and nine branches of between 1 km and 11 km in length, as well as two cable-hauled inclines. The last line closed in 1974, fujinami Station, The 9 km Arita Railway line between Yuasa and Kanaya which operated between 1915 and 2003 connected at this station. Kainan Station, The Nogami Electric Railway operated an 11 km line, electrified at 600 V DC, freight services operated between 1951 and 1971
7.
Fukuen Line
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The Fukuen Line is a railway line in Hiroshima Prefecture, Japan, operated by the West Japan Railway Company. It connects Fukuyama Station in Fukuyama and Miyoshi Station in Miyoshi,105 series 2-car EMUs KiHa 120-300 single-car DMUs The Ryobi Light Railway opened a 762 mm gauge line to Fuchu in 1914, and electrified it at 750 V DC in 1927. The company was nationalised in 1933, the year the Japanese Government Railway opened the Shiomachi to Kisa section of the line. The Fukuyama to Fuchu section was regauged to 1,067 mm in 1935, the two sections were connected with the opening of the Fuchu to Joge section in 1938. Freight services ceased in 1986, and in 1989, the 6,123 m Hattabara Tunnel and associated deviation were commissioned, wanman driver only operation commenced on the non-electrified section between Fuchū and Miyoshi on 1 April 1991, using KiHa 120-300 DMUs. Driver-only operation commenced on the section between Fukuyama and Fuchū on 14 March 1992, using 105 series EMUs
8.
Ube Line
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The Ube Line is a railway line in Yamaguchi Prefecture, Japan, operated by the West Japan Railway Company. The line connects Shin-Yamaguchi Station in Yamaguchi and Ube Station in Ube, all stations are in Yamaguchi Prefecture. 105 series 2-car EMUs 123 series single-car EMUs The Ube Light Railway Co. opened the Ube - Ube-Shinkawa section in 1914, extending the line to Tokonami in 1923, the line was electrified at 1500 VDC in 1929. In 1928 the Ube Electric Railway Co. opened a 1km line from Ube-Shinkawa to Ubeko, with a 2km branch to the Okinoyama coal mine, both companies merged in 1941, becoming the Ube Railway Co. which was nationalised in 1943. Passenger services to Ubeko ceased in 1952, and both closed in 1961. CTC signalling was commissioned in 1983, and freight ceased in 1999. Wanman driver only operation commenced on the section between Ube-Shinkawa and Inō on 1 June 1990, using 105 and 123 series EMUs, the entire line was switched to driver only operation on 14 March 1992. Ube station - The Funaki Railway Co. opened a 6km 762mm gauge line in 1916, the line was converted to 1067mm gauge in 1922, and extended 12km to Kibe in 1926. The last 8km closed in 1944, and the balance of the line in 1961, list of railway lines in Japan This article incorporates material from the corresponding article in the Japanese Wikipedia
9.
Onoda Line
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The Onoda Line is a railway line in Yamaguchi Prefecture, Japan, operated by the West Japan Railway Company. The line connects Ube-Shinkawa Station in Ube and Onoda Station in Sanyō-Onoda, the branch from Suzemeda to Motoyama is part of this line. All stations are in Yamaguchi Prefecture,105 series 2-car EMUs 123 series single-car EMUs The Onoda Light Railway Co. opened the Onoda - Minani-Onoda section in 1915 to service a cement plant. The Ube Electric Railway Co. opened the Ino - Shin-Okiyama station section in 1929, the branch to Motoyama opened in 1937, also electrified at 600 VDC. Both companies were nationalised in 1943, and in 1947 the lines were connected, resulting in the closure of Shin-Okiyama station, in 1950 the Onoda - Minami-Onoda section was electrified and the voltage increased to 1500 VDC on the balance of the line. CTC signalling was commissioned in 1983, and freight ceased in 1986. Wanman driver only operation commenced on the line between Suzumeda and Nagato-Motoyama on 11 March 1989, using KuMoHa 42 EMUs. Driver only operation commenced on the line between Inō and Onoda on 1 June 1990, using 105 series EMUs
10.
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
11.
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
12.
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
13.
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
14.
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
15.
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
16.
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
17.
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
18.
Direct current
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Direct current is a flow of electrical charge carriers that always takes place in the same direction. The current need not always have the magnitude, but if it is to be defined as dc. This contrasts with alternating current which varies the direction of flow, sources of direct current include power supplies, electrochemical cells and batteries, and photovoltaic cells and panels. The intensity, or amplitude, of a direct current might fluctuate with time, in some such cases the dc has an ac component superimposed on it. An example of this is the output of a cell that receives a modulated light communications signal. A source of dc is sometimes called a dc generator, batteries and various other sources of dc produce a constant voltage. This is called pure dc and can be represented by a straight, the peak and effective values are the same. The peak to peak value is zero because the instantaneous amplitude never changes, in some instances the value of a dc voltage pulsates or oscillates rapidly with time, in a manner similar to the changes in an ac wave. The unfiltered output of a wave or a full wave rectifier. In 1820, Hans Christian Orsted discovered that electrical current creates a magnetic field and this discovery made scientists relate magnetism to the electric phenomena. In 1879, Thomas Edison invented the light bulb. He improved a 50-year-old idea using lower current electricity, a vacuum inside the globe and a small carbonized filament. At that time, the idea of lightning was not new. Edison not only invented an incandescent electric light, but an electric lighting system contained all the necessary elements to make the incandescent light safe, economical. Prior to 1879, direct current electricity had been used in lighting for the outdoors and it was in the 1880s when the modern electric utility industry began. It was an evolution from street lighting systems and from gas and it was located in Lower Manhattan, on Pearl Street. This station provided light and electricity to customers in a one square mile range, the station was called Thomas Edisons Pearl Street Electricity Generating Station. This station introduced four elements of an electric utility system, Efficient distribution, competitive price, reliable central generation
19.
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
20.
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
21.
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
22.
Nara Line (JR West)
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The Nara Line is a commuter rail line in the Osaka-Kobe-Kyoto metropolitan area, operated by the West Japan Railway Company. The Nara Line is a part of the JR West Urban Network in the Kyoto-Osaka-Kobe area, at Nara, travelers can change trains to continue westward to Hōryūji and JR Namba. As Kintetsu operates a Nara Line of its own, the line is referred to as the JR Nara Line. Strictly speaking, the Kintetsu Nara Line links Osaka and Nara, rather than Kyoto, however, there are many through trains to the Kintetsu Nara Line from Kyōto Station, so JR is often appended for clarity. Since the formation of JR West in 1988, the line has been under the jurisdiction of the Tennoji Railway Operations Office in Osaka, on the other hand, the stations themselves are administered by the Kyoto Branch of JR West. The official line color used on JR West route maps and station guides is brown, the entirety of the line is part of the Greater Osaka Metropolitan Area. As such, all stations are outfitted with card readers for ICOCA and compatible smart fare-cards, however, Nagaike – Kamikoma are unmanned, apart from a few stations, the J-Through Card can be used in lieu of cash to buy passenger tickets. While Kizu is properly the up end of the line, the Kansai Main Lines historically greater importance with respect to the Nara Line means that it is treated as down. Thus, trains bound for Nara are down trains, and those bound for Kyoto are up, except where noted, this article adheres to the same convention. The Nara Line proper runs from Kyōto Station to Kizu Station, Nara Line services run between Nara and Kyōto stations, and are treated as such by passenger announcements and route maps. Thus, even while operating on the Kansai Main Line, trains to and this chart is arranged in the down direction, according to the direction of the Kansai Main Line. The number in parentheses next to a station name is the station number. ： a station within Kyoto designated for passenger tickets used with limited-express or Shinkansen tickets, a ticketholder whose destination is marked Kyōto-shinai may continue on to any of these stations for no additional charge. The portion between Kyoto and Fushimi is now part of the Kintetsu Kyoto Line, Kyoto – Hachijō Temporary Station – Tōji Temporary Station – Fushimi – Momoyama All trains are based at Nara Depot. 221 series EMU Also operated on the Yamatoji Line and Osaka Loop Line, there are 4,4 and 6-car trainsets are mainly used for Miyakoji Rapid, Rapid Service, and Regional Rapid, though on the Nara Line, the majority of trains are 4 cars. Some of the carriages have been replaced by those transferred from the Morinomiya Depot. The Nara Line was originally constructed from Kyoto to Nara by Nara Railway, but at the time of its completion, at the same time, the original Kyoto – Fushimi alignment was abandoned, and the Fushimi – Momoyama section became freight-only. Later on, the old right-of-way from Kyoto to Fushimi was sold off to the Kintetsu Kyoto Lines predecessor, in short, it was treated entirely as a local line, rather than as an intercity commuter corridor
23.
203 series
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The sets were formed as follows. Cars 3,6, and 9 were each fitted with one PS21 pantograph, the trains were gradually replaced by new E233-2000 series EMUs, and the last set ran in revenue service on 26 September 2011. Five former 203 series sets have been sent to KRL Jabodetabek in Jakarta, all trains are in operation in the Jabodetabek area with 10 cars per set. As of October 2013, seven four-car sets had been formed, as shown below, the units are equipped with a diesel-powered generator at one end to provide power for the doors, lighting, and air-conditioning. Key KuHa, Former driving trailer car SaHa, Former intermediate trailer car MoHa 202, Former intermediate motor car MoHa 203, archived from the original on 17 June 2011. CS1 maint, BOT, original-url status unknown
24.
Senseki Line
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The Senseki Line is a railway line in Miyagi Prefecture, Japan, owned and operated by East Japan Railway Company. It connects Aoba-dōri Station in Sendai to Ishinomaki Station in Ishinomaki and it connects with the Sendai Subway Nanboku Line at Aoba-dōri Station, the Tōhoku Shinkansen, the Tōhoku Main Line and the Senzan Line at Sendai Station, and the Ishinomaki Line in Ishinomaki. The name Senseki comes from the combination of the first kanji of Sendai and Ishinomaki, operators, distances, East Japan Railway Company Aoba-dōri — Ishinomaki,50.2 km /31.2 mi. Japan Freight Railway Company Rikuzen-Yamashita — Ishinomaki-Minato,1.8 km /1.1 mi, Japan Freight Railway Company Rikuzen-Yamashita — Ishinomaki,1.4 km /0.9 mi. Local trains and rapid trains that ran the entire length of the line operated at 30-minute intervals. When the line was recovered in 2015, rapid services were switched to the route via the Senseki-Tōhoku Line. Therefore, under the 2015 timetable, the section between Aoba-dōri and Takagimachi is served only by local trains. At Sendai Station, the line crosses under the Tōhoku Main Line and its platforms, similar to the situation with the Keiyō Line in Tokyo and the Chikuhi Line in Hakata. The segment from Aoba-dōri to Higashi-Shiogama is a key part of Sendais transportation system, and becomes very crowded during peak periods, during non-peak times 3-5 trains run per hour. Between Higashi-Shiogama and Ishinomaki two trains run per hour, in addition to all-stations local trains, there are limited-stop rapid and special rapid services on the Senseki Line section between Takagimachi and Ishinomaki. Between Sendai and Takagimachi, the rapid and special services operate on the Senseki-Tōhoku Line. The special rapid services make only stop at Yamoto in the Senseki Line section, while the services also stop at Nobiru, Rikuzen-Ono, Rikuzen-Akai. A Mangattan Train operates on the Senseki Line, with a livery featuring Ishinomori Manga characters, service was halted since the 2011 Tōhoku earthquake and tsunami, as several trains, stations, and sections of the line were destroyed, heavily damaged, or flooded. Service for the first 16 miles of the line from Sendai was expected to be restored by the end of May 2011. By mid-July, the Sendai – Matsushima-Kaigan and Yamoto – Ishinomaki sections had service restored, the remainder of the line between Matsushima-Kaigan and Yamoto was obliterated by the tsunami. On 26 March 2016, a new station located between Rikuzen-Akai Station and Hebita Station, called Ishinomakiayumino Station was opened. The distances shown above are as of May 30,2015 following the rerouting of the section between Rikuzen-Ōtsuka and Rikuzen-Ono, by which the section was shorten by 1.2 kilometers, the Miyagi Electric Railway opened the line in sections between 1925 and 1928. Individual opening dates are given in the section below
25.
International Standard Book Number
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The International Standard Book Number is a unique numeric commercial book identifier. An ISBN is assigned to each edition and variation of a book, for example, an e-book, a paperback and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, the method of assigning an ISBN is nation-based and varies from country to country, often depending on how large the publishing industry is within a country. The initial ISBN configuration of recognition was generated in 1967 based upon the 9-digit Standard Book Numbering created in 1966, the 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108. Occasionally, a book may appear without a printed ISBN if it is printed privately or the author does not follow the usual ISBN procedure, however, this can be rectified later. Another identifier, the International Standard Serial Number, identifies periodical publications such as magazines, the ISBN configuration of recognition was generated in 1967 in the United Kingdom by David Whitaker and in 1968 in the US by Emery Koltay. The 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108, the United Kingdom continued to use the 9-digit SBN code until 1974. The ISO on-line facility only refers back to 1978, an SBN may be converted to an ISBN by prefixing the digit 0. For example, the edition of Mr. J. G. Reeder Returns, published by Hodder in 1965, has SBN340013818 -340 indicating the publisher,01381 their serial number. This can be converted to ISBN 0-340-01381-8, the check digit does not need to be re-calculated, since 1 January 2007, ISBNs have contained 13 digits, a format that is compatible with Bookland European Article Number EAN-13s. An ISBN is assigned to each edition and variation of a book, for example, an ebook, a paperback, and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, a 13-digit ISBN can be separated into its parts, and when this is done it is customary to separate the parts with hyphens or spaces. Separating the parts of a 10-digit ISBN is also done with either hyphens or spaces, figuring out how to correctly separate a given ISBN number is complicated, because most of the parts do not use a fixed number of digits. ISBN issuance is country-specific, in that ISBNs are issued by the ISBN registration agency that is responsible for country or territory regardless of the publication language. Some ISBN registration agencies are based in national libraries or within ministries of culture, in other cases, the ISBN registration service is provided by organisations such as bibliographic data providers that are not government funded. In Canada, ISBNs are issued at no cost with the purpose of encouraging Canadian culture. In the United Kingdom, United States, and some countries, where the service is provided by non-government-funded organisations. Australia, ISBNs are issued by the library services agency Thorpe-Bowker
26.
Japan Railfan Magazine
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Japan Railfan Magazine is a Japanese-language monthly magazine for railfans covering the mainly Japanese railways published by Koyusha. It has been published in Japan since 1961, issues go on sale on the 21st of each month, two months before the cover month. Each copy sells for between ¥1,100 and ¥1,200 depending on the number of pages, the magazine reports on railway prototypes, complete with technical plans, photos, maps, graphs, and tables. List of railroad-related periodicals Official website
27.
KuMoHa 12
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The KuMoHa 12 is a class of electric multiple unit railroad cars formerly used by the Japanese National Railways. These are EMU power cars of 17-meter length with a cab at each end. In June 1959, a new JNR classification revision assigned the code KuMo to all cab-equipped power cars, when the MoHa 12 class was formed in 1953, it consisted of 13 cars of the old JGR dual-cab MoHa 34 class. Over time, additional cars were added by remodeling related old JGR classes, the various KuMoHa 12 cars have the following origins, 12000–12003 - Built in 1933 as dual-cab MoHa 34 cars. 12010–12018 - Built in 1929-1930 as single-cab MoHa 31 cars, then remodeled in 1950-1951 with dual cabs as MoHa 34 cars, 12019–12027 - Built in 1929-1931 as single-cab MoHa 31 cars and reclassified in 1953 as MoHa 11 series 200. Remodeled in 1958 as dual-cab MoHa 12 cars, 12030–12032 - Built in 1939-1941 as single-cab MoHa 50 cars and reclassified in 1953 as MoHa 11 series 400. Remodeled in 1958 as dual-cab MoHa 12 cars,12040 - Built in 1926 as a single-cab MoHa 30 car and reclassified in 1953 as a MoHa 11 series 100. Remodeled in 1960 as a dual-cab KuMoHa 12 car,12041 - Built in 1927 as a single-cab MoHa 30, remodeled in 1953 as a cabless MoHa 10, and remodeled again in 1964 as KuMoYa 22 tractor car 22112. Converted in 1987 to a KuMoHa 12 for special-event passenger service by JR Central on the Iida Line and this car has been exhibited at the SCMaglev and Railway Park since March 2011. 12050–12055 - Built in 1929-1931 as single-cab MoHa 31 cars and reclassified in 1953 as MoHa 11 series 200, remodeled in 1959 as dual-cab KuMoHa 12 cars. Later operated by JR East on the Tsurumi Line, the last car was withdrawn in 1996
28.
63 series
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The 63 series was a commuter electric multiple unit operated by Japanese Government Railways and Japanese National Railways. The cars that made up the 63 series were numbered as MoHa 63, SaHa 78, the 63 series was originally introduced in 1944 as a means of transporting increasing number of workers commuting to factories of arms and other industries. Between 1944 and 1945, very few of these trains were in production and these trains had brown, steel bodies. The cars were designed under the goal of mass transportation amid the serious shortage of supply in the wartime. This resulted in body, many doors, less seating, lack of ceiling. In 1946, Kawasaki Heavy Industries began further production of the 63 series trains and this version had an aluminium alloy body instead of the steel body in war-time 63 series trains. Interior flooring was wood, luggage racks were installed, and seats were upholstered, however, the aluminium alloy used in exterior construction was easily prone to corrosion and the electrical systems were also prone to short-circuiting. Examples were Tobu Railway, Kinki Nippon Railway and Nagoya Railroad, the effects of substandard construction on the 63 series were already noticeable by the 1950s. The three-frame windows with small opening prevented passengers evacuation from the fire, the 63 series trainsets were also easily prone to accidents, and a lot of train crashes, derailments and incidents happened in JNR-managed railways and private railways. The Mitaka incident of 1949 was also caused by an unmanned 63 series trainset, in 1954, the successor to the 63 series, the 72 series, was introduced. From 1963 onwards, remaining 63 series trainsets were retrofitted and integrated into the 72 series trainsets, MoHa 63638 is preserved at the SCMaglev and Railway Park in Nagoya. It was built in 1947 by Kawasaki Sharyo, and was later renumbered KuMoYa 90005 as a non-revenue earning car, before being stored at JR Centrals Hamamatsu Works
29.
113 series
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The design was derived from the earlier 111 series, and used newer MT54 motors with an output of 120 kW. They are used in the mild temperature areas of Japan, due to their brakes not being capable of handling cold weather, the 115 series were built to operate in colder areas. These sets were the first of the 113 series, and were put to use on the Sobu and they had the same body structure as the 111 series, only the drivers cab had been extended. In 1970, AU73X, AU74X, AU75X type air conditioning was fitted experimentally to sets operated in the Kansai area, the test was successful, and hence was fitted into the majority of the cars. Production of the -0 series ceased in 1973, and most sets have now been withdrawn, three 113-0 sets were transferred to JR Shikoku from JR East for refurbishment. Following refurbishment, they differed externally from most 113 series trainsets because they have lower front destination signs and rectangular headlights. Each set also came in a different color scheme, set 1 in a coat of green surrounding the windows with light blue, set 2 in red and pink. All have a ribbon of silver on the top and bottom, and these sets were built for use on the Kosei Line, due to the heavy amounts of snowfall in the region. They feature semi automatic doors, snowploughs and improved brakes, some trains were also transferred to the Sagano Line. These sets were introduced from 1972, and were a version of the 113-0 series, for use on the Sobu. They incorporated fire resistant materials, sealed beam headlights and air conditioning and these trains were used around the Boso area, on the Narita Line, Kashima Line, Sotobo Line, and Uchibo Line. However, due to modifications of the ATC and air conditioning in some trains in April 1972. These sets were an improvement on the 113-1000 series and these sets were all located at Ofuna and they ran on the Sobu and Yokosuka Lines and on the Tokaido Line. All 113-1500 series trains were fitted with ATC-5 and ATS-P/SN and these are JR-West 2-car sets which were converted in 2001 by building new cabs at one end of former MoHa cars. KuHa 111-1 KuHa 111-1072 KuHa 111-2152 Fukuhara, Shunichi, JR East 113 series EMU information. Archived from the original on 2011-05-22, cS1 maint, BOT, original-url status unknown
30.
115 series
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The 115 series is a DC electric multiple unit train type developed by Japanese National Railways and now operated by East Japan Railway Company, West Japan Railway Company, and the Shinano Railway. Currently used on the Agatsuma Line, Ryōmō Line, Chūō Main Line, Hakushin Line, Jōetsu Line, Ōito Line, Shinetsu Main Line, Shinonoi Line, Yahiko Line, and the Echigo Line. 115 series trains were previously used on the Shōnan-Shinjuku Line, Takasaki Line. Currently used on the Hakubi Line, Maizuru Line, Sagano Line, Sanin Main Line and the Sanyō Main Line Formerly used on the Minobu Line, Gotemba Line, sets owned by JR East currently operate on the JR Central Iida Line and Chūō Main Line. Used on the Shinano Railway Line and this is a cold-weather version of the earlier 113 series. The first examples were introduced from 1963 on the Takasaki Line out of Ueno, introduced from 1978 with increased seat pitch and improved cold-weather performance. Hiroshima, Shimonoseki and Shizuoka area version introduced in 1978, two-door version introduced from November 1982 to replace 153 series EMUs on Rapid services in the Shimonoseki area. Former 117 series MoHa 117 and MoHa 116 two-door cars converted from May 1992 for use in the Okayama and Hiroshima areas, jR-West 2-car sets converted in 1999 by building new cabs at one end of former MoHa cars. In January 2017, Niigata-based set N3 was repainted into the original Niigata Livery of red and yellow formerly carried by JNR70 series EMU trains
31.
117 series
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A total of 216 cars were manufactured. When JNR was privatized and divided into the individual JR Group companies, JR Central received 72 cars, the 117 series was first introduced to replace the 113 series trains that had been providing special rapid service in the Keihanshin region on the Tōkaidō Main Line and Sanyō Main Line. 113 series cars were used in this role from 1972 along with 153 series express cars that had become surplus as a result of the opening of the Sanyō Shinkansen to Okayama. Also, as they were designed for service, they had entryways which required passengers to step up onto the main floor — unsuitable during peak commuter times. The 117 series addressed these issues, matched the passenger accommodation offered by competing services, the interior was based on the KiHa 66/67 series DMUs being operated in the Kitakyushu region. This also marked the beginning of JNRs effort to standardize their rolling stock, in 1982,153 series trains providing the rapid service in the Nagoya area were replaced with 117 series trains which began duty on the Tokai Liner service. The 117 series was designed to be operated in 6-car configurations, at the time the 117 series were being introduced, this was JNRs standard configuration. In later years, 4-car configurations with a car to trailer car ratio of 1,1. The 117 series has no intermediate trailer cars, kuHa117 – Trailer car with driving cab, west end. MoHa117 – Powered car with pantograph and electrical apparatus to be used as a set with a MoHa116 car, MoHa116 – Powered car with motor-generator and compressor to be used as a set with a MoHa117 car. KuHa116 – Trailer car with driving cab, east end and this information relates to the 0 sub-series. On September 12,1979, the first 6-car set emerged from Kawasaki Heavy Industries Hyōgo Works, after trial runs, it was displayed at Osaka, Kyoto, Kobe, and Himeji on October 13 and 14. The sets completion dates and manufacturers are as follows, The 117 series trains have 20 meter long corrosion-resistant steel bodies with two sets of sliding double doors per side. The 117 features a built-in classification headboard directly below the center post. The 117s original livery was cream with a thin, horizontal band below the windows. All 117 series cars were equipped with reversible transverse seats. The interior had wood trim intended to set the 117 apart from other suburban trains, the cars feature flat ceilings joined to the walls and an angled panel above the luggage rack. Air conditioning was via JNRs standard AU75B and AU75C units situated in the center of the roof, the 117 series uses type MT54D traction motors
32.
119 series
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The 119 series design was based on the earlier 105 series EMU type, with improvements to cope with the steep gradients and winter climate of the Iida Line. 119-0 series 119-100 series 119-5000 series 119-5100 series 119-5300 series The sets were formed as follows, the KuMoHa 119 car was fitted with one lozenge-type pantograph. Each car was fitted with one lozenge-type pantograph, the KuMoHa 119 car was fitted with one lozenge-type pantograph. Each car was fitted with one lozenge-type pantograph, the KuMoHa 119 car was fitted with one lozenge-type pantograph. Passenger accommodation consisted of a mixture of bench seating and transverse four-seat bays. The KuHa 118 cars were equipped with a toilet, set E4 was repainted into its original JNR era livery in August 2009. From 18 March 1983, all Iida Line services were made no-smoking, from 3 March 2001, Iida Line services were switched to wanman driver-only operation. The fleet was replaced by 213-5000 and 313-3000 series EMUs on the Iida Line, with the last train running on 31 March 2012
33.
121 series
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The 121 series is an electric multiple unit train type introduced in March 1987 by Japanese National Railways, and currently operated by Shikoku Railway Company on local services in Shikoku, Japan. The 121 series design is based on the earlier 105 series, the motor bogies were the same DT33A bogies as used on the JNR-era 103 series EMUs, and the trailer cars used DT21T bogies recovered from withdrawn 101 series EMUs. The pantographs were also recovered from withdrawn 101 series EMUs, the sets are based at Takamatsu Depot and operate on the Yosan Line and Dosan Line in 2-, 4-, or 6-car formations. The Mc cars are fitted with one S-PS58 lozenge-type pantograph. The Mc cars are fitted with one S-PS58 lozenge-type pantograph. Seating is arranged as a mix of transverse seating bays and longitudinal bench seats, the sets are not equipped with toilets. The 121 series sets were introduced on 23 March 1987, just nine days before JNR was privatized on 1 April, following which the 121 series fleet came under control of JR Shikoku. The sets were delivered with magenta Red No.20 bodyside stripes. In 2011, two sets were modified for driver only operation. These sets were repainted with their original JNR-style magenta bodyside stripes, from 2016, the entire fleet of 19 two-car trainsets is scheduled to undergo refurbishment, and at the same time reclassified 7200 series. Internally, the trains have fixed four-person seating bays on one side with longitudinal bench seating on the other. The first trainset to be treated, set 3, was outshopped from JR Shikokus Tadotsu Works in February 2016, the individual build histories for the fleet are as follows
34.
123 series
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The 123 series was created in 1986 from former KuMoNi 143 baggage cars which had become surplus to requirements. Some units were converted from KuMoYuNi 147 postal cars. As of 1 April 2012, one 123 series car is operated by JR East, based at Matsumoto Depot for use on the Chuo Main Line, five 123 series cars are operated by JR-West on the Ube Line, Onoda Line, and Sanyo Main Line. This car was converted from former baggage car KuMoNi 143-1 at Nagano Works in October 1986 and it was reliveried in March 1990 following conversion to wanman driver only operation. These three cars were converted in February 1987 at Hiroshima Works from former baggage cars KuMoNi 143-2,3, the two original pantographs were replaced with one PS16J lozenge-type pantograph at the No.1 end. These two cars were converted in April 1987 at Suita Works from former baggage cars KuMoNi 143-7 and 8, the original pantographs at the No.1 end were removed on conversion. These cars were converted in January 1987 and these two cars were converted in March 1988 by JR Central at Hamamatsu Works from former tractor cars KuMoYa 143-601 and 602, respectively, for use on the Minobu Line. These cars had doors at the ends, three sliding doors per side, and two pantographs. Inverter-controlled air-conditioning was added in December 1988 and these cars were modified in June 1989 at Hamamatsu Works by JR Central from earlier KuMoHa 123-40 series cars, with the addition of inverter-controlled air-conditioning. These cars were modified by JR Central from earlier KuMoHa 123-40 and KuMoHa 123-5040 series cars, gangway doors were also added on conversion. The last remaining 123 series car operated by JR East was withdrawn from the start of the timetable on 15 March 2013
35.
201 series
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It was the first JNR train to use electronic chopper control. The 201 series stock has been used on a number of lines. This train featured panorama windows and transverse seating bays on one side of the train only and it was repainted into a new livery in June 2005. The train was withdrawn from service at the end of June 2009. Archived from the original on 15 January 2008, cS1 maint, BOT, original-url status unknown
36.
205 series
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The 205 series is a commuter electric multiple unit train type introduced in 1985 by Japanese National Railways, and currently operated by East Japan Railway Company and West Japan Railway Company. The four Nikko Line sets are finished in a livery with classic ruby brown, gold, the Utsunomiya Line sets are finished in a livery with Shonan green and orange bodyside stripes. The four-car sets, numbered Y1 to Y12, are formed as shown below, the MoHa 205-600 cars are equipped with two PS33F single-arm pantographs. The KuHa 205-600 cars have a wheelchair-accessible toilet, passenger accommodation consists of longitudinal bench seating throughout. A universal access toilet was added to the KuHa 205-600 car at the time of conversion, source, A Senseki Line 205-3100 series Mangattan Liner trainset is decorated with images of the cartoon character Robocon from the 1970s anime Ganbare. Robocon, while another has Kamen Rider livery, both were created by Shotaro Ishinomori, a native of Ishinomaki, Miyagi, Ishinomaki Station is the terminus of the Senseki Line. A number of former 205 series trains were sold to Fuji Kyuko in 2011 and modified to become 3-car 6000 series sets, four more withdrawn JR East 205 series cars were resold to Fuji Kyuko following withdrawal in November 2016. A total of 476 units from withdrawn Saikyo Line, Yokohama Line, a total of 18 withdrawn Saikyo Line ten-car sets were shipped to KA Commuter Jabodetabek in Jakarta, Indonesia, in 2013, and entered service from March 2014. The sets in use are former Kawagoe sets 1,4,7,11 to 15,18,20,22 to 26, all except sets 26,30, and 32 include pairs of SaHa 204 cars with six pairs of doors per side. Sets 30 to 32 were originally Yamanote Line sets, distinguished by their smaller door windows, set 23 was the first set to have a pair of LCD screens inside all cars, except SaHa 204 cars. Set 23 was also the first set to have working LED destination display in KuHa 204, set 15 and 32 were involved in a train accident in Juanda Station, Jakarta. From July 2014,22 withdrawn Yokohama Line eight-car sets were shipped to Jakarta, in 2015,20 withdrawn Nambu Line six-car sets were shipped to Jakarta. The former Nambu Line sets are used on 12-car operations
37.
207 series (JR East)
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Only one 10-car set was built, and this was withdrawn in December 2009. Based on the earlier 205 series design, the 207-900 series was a built as the first VVVF-controlled EMU operated by JNR. The 207 series built later by JR West bears no relation to this train, the sole 10-car set, numbered 71, was formed as follows, with car 1 at the Yoyogi-Uehara end and car 10 at the Toride end. Cars 3,6, and 9 were each fitted with one PS21 lozenge-type pantograph, the train was delivered to Matsudo Depot in November 1986. It was withdrawn from service in 2009 following the introduction of new E233-2000 series EMUs, the train was transferred to Nagano on 5 January 2010 for scrapping. Archived from the original on 10 February 2010, cS1 maint, BOT, original-url status unknown
38.
213 series
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It is based on the earlier 211 series, although it differs in having two pairs of doors per side on each car instead of three. From 1988 to 2003, the JR-West sets were used for the Marine Liner service connecting Okayama. These trains sometimes used a panoramic cab car, the latter was scrapped in 2008, from spring 2016, a 213 series two-car set was modified to operate on sightseeing services in the Okayama area. The train is modified with bicycle spaces and seat approximately 52 passengers, the train is formed as follows
39.
301 series
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When first delivered, the sets were finished with a clear acrylic paint, giving an unpainted appearance. The sets were painted in light grey with a yellow bodyside stripe. This was later changed to a blue stripe to match the Tōzai Line line colour. For cost reasons, only 56 vehicles were built, and subsequent rolling stock built for Tōzai Line through-running services was conventional steel-bodied 103-1200 series stock. The 301 series trains were based at Mitaka Depot in Tokyo throughout their service life, following reforming into 10-car sets, the fleet was formed as follows, with car 1 at the Nishi-Funabashi end and car 10 at the Mitaka end. Sets K1 and K2 included former KuHa 301 and KuMoHa 300 driving cars with driving cab equipment removed, cars 2,4,7, and 9 were each equipped with one lozenge-type pantograph. Cars 2,4,7, and 9 were each equipped with one lozenge-type pantograph, SaHa 301-101 was modified from former MoHa 301-4, and retained the original pantograph mounting points. Seating consisted of bench seating throughout. Compared with the 103 series seating, seat width was increased by 50 mm to 550 mm per person, the 301 series were delivered in 1966 to Mitaka Depot in Tokyo, initially formed as eight 7-car sets. From 1981, the fleet was reformed into 10-car sets with the creation of SaHa 301 trailer cars converted from former MoHa 300, as of 1 April 2002,50 vehicles remained in service, but the fleet was subsequently replaced by new E231-800 series EMUs and withdrawn during 2003. A special Sayonara 301 series train was run by JR East on 3 August 2003, driving car KuMoHa 300-4 of set K2 is stored at JR Easts Omiya Works
40.
155 series
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The 155 series was an electric multiple unit train type operated by Japanese National Railways from 1959 until 1983. They were originally designed for and used on excursion trains running between Tokyo and the Keihanshin Kyoto/Osaka/Kobe area via the Tokaido Main Line. Initially classified 82 series, the 155 series was derived from the earlier 153 series express EMU design. Later sets built used canary yellow, a different shade to the original lemon yellow colour. The trains were not air-conditioned, but featured ceiling-mounted fans, the motored cars were mounted on DT21A coil-spring bogies based on the bogies used on the 101 series commuter EMUs. The non-motored trailer cars were mounted on TR62 bogies, the fleet consisted of two 8-car and eight 4-car sets, formed as shown below, and based at Tamachi Depot in Tokyo and Miyahara Depot in Kyoto. These initially ran as 12-car formations, later lengthened to 16-car formations, the MoHa 154 cars were each equipped with one lozenge-type pantograph. The MoHa 154 cars were equipped with one lozenge-type pantograph. Westbound services from Tokyo were named Hinode, and eastbound services from the Keihanshin area were named Kibō, trains carried headboards on the front with the name of the train. A further two 4-car sets were built in 1961, and four more 4-car sets were built between 1964 and 1965, to allow 16-car formations to be used on Hinode and Kibō services. The Tamachi-based Tokyo area sets saw use on excursions to Nikko. Withdrawals began in 1980, and the fleet was withdrawn from service by fiscal 1983. No 155 series vehicles have been preserved
41.
157 series
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The 157 series was a Japanese DC electric multiple unit train type operated on limited express services by Japanese National Railways from 1959 until 1980. They were also used on Chusenji services between Shinjuku and Nikkō, and Nasuno services between Ueno and Kuroiso,157 series EMUs were also introduced on seasonal Hibiki services on the Tokaido Main Line from 21 November 1959, and were later used on Amagi and Soyokaze services. The 157 series fleet included an imperial train car, built by Kawasaki Sharyo. Numbered KuRo 157-1, the car could be inserted into 157 series formations for use on imperial train workings, in 1979, the car was modified for use in conjunction with 183 series EMUs, with the first official working on 2 July 1980. From March 1985, it was repainted in cream with a green stripe for use in conjunction with 185 series EMUs, the last official operation of the car was on 8 September 1993. Following retirement, the KuRo 157-1 car remained in storage at Tamachi Depot for many years, the first 157 series set was delivered in August 1959, and entered service on Nikkō semi express services between Tokyo and Nikkō from 22 September 1959. Air-conditioning was added to the trains from 1962, with the exception of the special imperial train car KuRo 157-1, the entire fleet of 157 series trains was withdrawn by 1980. The individual car histories are as follows
