1.
KiHa 189 series
–
The KiHa 189 series is a diesel multiple unit train type operated by West Japan Railway Company on Hamakaze limited express services between Osaka and Tottori in Japan since November 2010. Hamakaze Biwako Express Trains are formed as 3-car sets, as shown below, the trains are all standard-class, with a total seating capacity of 156 passengers per 3-car set. Seating is in standard 2+2 abreast configuration with a pitch of 970 mm. The first three-car set was delivered from Niigata Transys to Fukui Depot on 19 March 2010, the trains entered revenue service from 7 November 2010
2.
Kawasaki Heavy Industries
–
/kaʊ. əˈsɑːki/ is a Japanese public multinational corporation primarily known as a manufacturer of motorcycles, heavy equipment, aerospace and defense equipment, rolling stock and ships. It is also active in the production of industrial robots, gas turbines, boilers, the company is named after its founder Shōzō Kawasaki, and has dual headquarters in Chūō-ku, Kobe and Minato, Tokyo. KHI is known as one of the three major industrial manufacturers of Japan, alongside Mitsubishi Heavy Industries and IHI. Prior to World War II, KHI was part of the Kobe Kawasaki zaibatsu, after the war, KHI became part of the DKB Group. Kawasaki is active in a range of the aerospace industry. It is currently developing two large, next-generation aircraft, the XP-1 maritime patrol airplane and the XC-2 transport aircraft, Kawasaki also builds helicopters, including the BK117, jointly developed and manufactured with MBB. It also produces the CH-47J / JA helicopter, in the commercial aviation business, the company is involved in the joint international development and production of large passenger aircraft. It is involved in joint development and production of the Boeing 767, Boeing 777 and Boeing 787 with The Boeing Company, and the 170,175,190 and 195 jets with Empresa Brasileira de Aeronáutica. It is also involved in the joint international development and production of engines for passenger aircraft such as the V2500, the RB211/Trent, the PW4000. Kawasaki also works for the Japan Aerospace Exploration Agency, the Company was responsible for the development and production of the payload fairings, payload attach fittings and the construction of the launch complex for the H-II rocket. It continues to provide services for the H-IIA rocket, main products Aircraft Space systems Helicopters Simulators Jet engines Missiles Electronic equipment Kawasaki is Japan’s largest manufacturer of rolling stock. It began operations in the industry in 1906 and it manufactures express and commuter trains, subway cars, freight trains, locomotives, monorails and new transit systems. Kawasaki is also involved in the development and design of high-speed trains such as Japan’s Shinkansen and its product range include high-performance LNG and LPG carriers, container ships, bulk carriers and VLCCs, as well as submarines. The Company is also involved in the development of offshore structures, Kawasaki also produces marine machinery and equipment, including main engines, propulsion systems, steering gears, deck and fishing machinery. It also offers industrial plant engineering from design to sales, main products Industrial plants Industrial robots Aerodynamic machinery Hydraulic equipment Kawasaki is involved in the development of equipment that prevents pollution in a wide range of industries. Among the leading products are fuel gas desulfurization and denitrification systems, the Company also supplies municipal refuse incineration plants, gasification and melting systems, sewage treatment and sludge incineration plants. Kawasaki has also been developing systems that enable a range of municipal and industrial waste to be recovered, recycled. The company offers of storage solutions for LNG, Kawasaki’s portfolio also includes retractable roofs, floors and other giant structures, for construction, Kawasaki produces products such as wheel loaders, tunnel machines, rollers, snowplows and purpose specific loaders
3.
Kinki Sharyo
–
The Kinki Sharyo Co. Ltd. is an Osaka, Japan-based manufacturer of railroad vehicles. It is a company of Kintetsu Corporation. In business since 1920 and renamed The Kinki Sharyo Co and they have produced light rail vehicles used by a number of transportation agencies. Kinki Sharyo is listed on the Tokyo Stock Exchange, bostons MBTA Green Line LAs Metro Blue, Expo, and Gold lines. SP1900/1950 EMU, serving the West Rail Line, Ma On Shan Line, extra SP1000/1950 carriages for the Sha Tin to Central Link, ordered 2014. Philippines Manila Light Rail Transit System Singapores Mass Rapid Transit system Egypts Cairo Metro Trans-Australian Express train coaches, alexandria, Egypt trams Kinki Sharyo also produces steel doors, known as the KJ series, for public housing in Japan. Cairo Metro M, N1 and N2 Cars for No.1 Line M, N1, N2 and T Cars for No
4.
Nippon Sharyo
–
Nippon Sharyo, Ltd. formed in 1896, is a major rolling stock manufacturer based in Nagoya, Japan. In 1996, it abbreviated its name to 日本車両 Nippon Sharyō and its shortest abbreviation is Nissha 日車. It was a company on Nikkei 225 until 2004. It is listed on the Tokyo Stock Exchange and Nagoya Stock Exchange as ticker 7102, in 2008, Central Japan Railway Company became the majority shareholder of the financially struggling Nippon Sharyo making the firm a consolidated subsidiary of JR Central. In July 2012 Nippon Sharyo USA started production in their new facility in Rochelle, shinko Diesel Multiple Units for short distance line like Surabaya-Lamongan, Surabaya-Sidoarjo, etc. The DMU made in 1982 upwards are refurbished with Cummins Engine and this restored steam engine now sits in the foyer of the Yasukuni War Museum in Tokyo. Japanese veterans groups raised funds to return the locomotive from Burma to Japan in 1979, during World War II, Nippon Sharyo, like many major Japanese companies, drew upon prisoner of war labour to maintain war production. The POW camp at Narumi provided Allied POW forced labour for Nippon Sharyo
5.
Japan Transport Engineering Company
–
Japan Transport Engineering Company is a manufacturer of heavy rail cars in Japan, formerly known as Tokyu Car Corporation. The company is based in Kanazawa-ku, Yokohama, and a member of East Japan Railway Company group, J-TREC manufactures rail vehicles not only for JR East and Tokyu Corporation but for other Japanese operators, including various Japan Railways Group companies and international operators as well. Tokyu Car Corporation, the root of J-TREC, was founded on 23 August 1948, Tokyu Car was a licensee of early-generation stainless-steel commuter EMU train body and related bogie technology from the Budd Company of the United States. Since then, Tokyu Car has specialised in stainless-steel body car technology and it is to be subsequently split into two companies, Tokyu Car Engineering and Keihin Steel Works. Both companies will be subsidiaries of JR East, the remaining parts and machinery manufacturing division will be sold to ShinMaywa Industries. On 2 April 2012, divisions were sold and renamed, with Mitsui Iarnród Éireann/Irish Rail InterCity fleet replacement. Tokyu Car was the supplier for a fleet of high specialist 22000 Class DMUs capable of 160 km/h operation. Coaches were built by Rotem and specialist diesel-hydraulic power packs were built by MTU Friedrichshafen, Japan, Kōyūsha Co. Ltd. pp. 110–113. Japan Transport Engineering Company Tokyu Car Corporation Profile
6.
JR-West
–
West Japan Railway Company, also referred to as JR-West, is one of the Japan Railways Group companies and operates in western Honshu. It has its headquarters in Kita-ku, Osaka, Hokuriku Shinkansen Sanyo Shinkansen Hakata Minami Line JR-Wests highest-grossing line is the Sanyo Shinkansen high-speed rail line between Osaka and Fukuoka. The Sanyo Shinkansen alone accounts for about 40% of JR-Wests passenger revenues, the company also operates Hakata Minami Line, a short commuter line with Shinkansen trains in Fukuoka. The Urban Network is JR-Wests name for its rail lines in the Osaka-Kobe-Kyoto metropolitan area. These lines together comprise 610 km of track, have 245 stations, Urban Network stations are equipped to handle ICOCA fare cards. Train control on these lines is highly automated, and during peak hours trains run as often as two minutes. JR-Wests Urban Network competes with a number of commuter rail operators around Osaka, the Big 4 being Hankyu Railway/Hanshin Railway, Keihan Railway, Kintetsu. JR-Wests market share in the region is roughly equal to that of the Big 4 put together, largely due to its comprehensive network and those in italics are announcement names. These lines mainly handle business and leisure travel between cities and rural areas in western Japan. They account for about 20% of the companys passenger revenues, fukuchiyama Line Includes JR Takarazuka Line. Hakubi Line Hokuriku Main Line Includes Biwako Line, honshi-Bisan Line, Chayamachi — Kojima Nicknamed Seto-Ōhashi Line Kansai Main Line, Kameyama — JR Namba Includes Yamatoji Line. Kisei Main Line, Shingū — Wakayamashi Includes Kinokuni Line, sanin Main Line Includes Sagano Line. Sanyō Main Line, Kobe — Shimonoseki, Hyōgo — Wadamisaki, takayama Main Line, Inotani — Toyama Tōkaidō Main Line, Maibara — Kobe Includes Biwako Line, JR Kyoto Line, and JR Kobe Line. Initially, it was a wholly owned subsidiary of the JNR Settlement Corporation, for the first four years of its existence, JR-West leased its highest-revenue line, the Sanyō Shinkansen, from the separate Shinkansen Holding Corporation. JR-West purchased the line in October 1991 at a cost of 974.1 billion JPY in long-term payable debt, JNRSC sold 68. 3% of JR-West in an initial public offering on the Tokyo Stock Exchange in October 1996. JRTT offered all of its shares in JR-West to the public in an international IPO in 2004, JR-West is now listed on the Tokyo Stock Exchange, Nagoya Stock Exchange, Osaka Securities Exchange and the Fukuoka Stock Exchange
7.
Japanese National Railways
–
Japanese National Railways, abbreviated Kokutetsu or JNR, was the body which operated the national railway network of Japan from 1949 to 1987. As of June 1,1949, the date of establishment of JNR and this figure expanded to 21,421.1 km in 1981, but later reduced to 19,633.6 km as of March 31,1987, the last day of JNR. JNR operated both passenger and freight services, Shinkansen, the worlds first high-speed railway was debuted by JNR in 1964. Unlike railway operation, JNR Bus was not superior to local bus operators. The JR Bus companies are the successors of the bus operation of JNR, a number of unions represented workers at JNR, including the National Railway Workers Union, the National Railway Locomotive Engineers Union, and Doro-Chiba, a break-away group from Doro. Later, the Ministry of Railways and the Ministry of Transportation, the ministries used the name Japanese Government Railways to refer their network in English. During World War II, many JGR lines were dismantled to supply steel for the war effort, on June 1,1949 by a directive of the U. S. General HQ in Tokyo, JGR was reorganized into Japanese National Railways, JNR enjoyed many successes, including the October 1,1964 inauguration of high-speed Shinkansen service along the Tōkaidō Shinkansen line. However, JNR was not a corporation, its accounting was independent from the national budget. Rural sections without enough passengers began to press its management, pulling it further and further into debt, in 1983, JNR started to close its unprofitable 83 local lines. By 1987, JNRs debt was over ¥27 trillion and the company was spending ¥147 for every ¥100 earned. By an act of the Diet of Japan, on April 1,1987 JNR was privatized and divided into seven companies, six passenger and one freight. Long-term liabilities of JNR were taken over by the JNR Settlement Corporation and that corporation was subsequently disbanded on October 22,1998, and its remaining debts were transferred to the national budgets general accounting. By this time the debt has risen to ¥30 trillion, many lawsuits and labor commission cases were filed over the decades from the privatization in 1987. Kokuro and the National Railway Locomotive Engineers Union, both prominent Japanese railway unions, represented a number of the JNR workers, lists of workers to be employed by the new organizations were drawn up by JNR and given to the JR companies. There was substantial pressure on members to leave their unions, and within a year. Workers who had supported the privatization, or those who left Kokuro, were hired at substantially higher rates than Kokuro members. Around 7,600 workers were transferred in this way, and around 2,000 of them were hired by JR firms and this period ended in April 1990, and 1,047 were dismissed
8.
East Japan Railway Company
–
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
9.
Resistor
–
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
10.
Railway electrification system
–
A railway electrification system supplies electric power to railway trains and trams without an on-board prime mover or local fuel supply. Electrification has many advantages but requires significant capital expenditure, selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to the revenue obtained for freight and passenger traffic. Different systems are used for urban and intercity areas, some electric locomotives can switch to different supply voltages to allow flexibility in operation, Electric railways use electric locomotives to haul passengers or freight in separate cars or electric multiple units, passenger cars with their own motors. Electricity is typically generated in large and relatively efficient generating stations, transmitted to the railway network, some electric railways have their own dedicated generating stations and transmission lines but most purchase power from an electric utility. The railway usually provides its own lines, switches and transformers. Power is supplied to moving trains with a continuous conductor running along the track usually takes one of two forms. The first is a line or catenary wire suspended from poles or towers along the track or from structure or tunnel ceilings. Locomotives or multiple units pick up power from the wire with pantographs on their roofs that press a conductive strip against it with a spring or air pressure. Examples are described later in this article, the second is a third rail mounted at track level and contacted by a sliding pickup shoe. Both overhead wire and third-rail systems usually use the rails as the return conductor. In comparison to the alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions. Electric locomotives are usually quieter, more powerful, and more responsive and they have no local emissions, an important advantage in tunnels and urban areas. Different regions may use different supply voltages and frequencies, complicating through service, the limited clearances available under catenaries may preclude efficient double-stack container service. Possible lethal electric current due to risk of contact with high-voltage contact wires, overhead wires are safer than third rails, but they are often considered unsightly. These are independent of the system used, so that. The permissible range of voltages allowed for the voltages is as stated in standards BS EN50163. These take into account the number of trains drawing current and their distance from the substation, railways must operate at variable speeds. Until the mid 1980s this was only practical with the brush-type DC motor, since such conversion was not well developed in the late 19th century and early 20th century, most early electrified railways used DC and many still do, particularly rapid transit and trams
11.
Current collector
–
Those for overhead wires are roof-mounted devices, those for third rails are mounted on the bogies. Typically, they have one or more spring-loaded arms that permit the working engagement with the rail or overhead wire, the collector arm pushes the contact shoe against the contact wire or rail. As the vehicle moves, the shoe slides along the wire or rail to draw the electricity needed to run the vehicles motor. The current collector arms are electrically conductive but mounted insulated on the vehicles roof, an insulated cable connects the collector with the switch, transformer or motor. The steel rails of the act as the electrical return. Electric vehicles that collect their current from an overhead line system use different forms of one- or two-arm pantograph collectors, the current collection device presses against the underside of the lowest wire of an overhead line system, which is called a contact wire. Most overhead supply systems are either DC or single phase AC, three phase AC systems use a pair of overhead wires, and paired trolley poles. Electric railways with third rails, or fourth rails, in tunnels carry collector shoes projecting laterally, or vertically, the contact shoe may slide on top of the third rail, on the bottom or on the side. The side running contact shoe is used against the bars on rubber-tired metros. A vertical contact shoe is used on power supply systems, stud contact systems. A pair of shoes was used on underground current collection systems. The contact shoe on a contact system is called a ski collector. The ski collector moves vertically to accommodate variations in the height of the studs. Contact shoes may also be used on overhead conductor rails, on bars or on trolley wires. Most railways use three rails, while the London Underground uses four rails
12.
Railway brake
–
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
13.
Dynamic braking
–
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
14.
Track gauge
–
In rail transport, track gauge is the spacing of the rails on a railway track and is measured between the inner faces of the load-bearing rails. All vehicles on a network must have running gear that is compatible with the track gauge, as the dominant parameter determining interoperability, it is still frequently used as a descriptor of a route or network. There is a distinction between the gauge and actual gauge at some locality, due to divergence of track components from the nominal. Railway engineers use a device, like a caliper, to measure the actual gauge, the nominal track gauge is the distance between the inner faces of the rails. In current practice, it is specified at a distance below the rail head as the inner faces of the rail head are not necessarily vertical. In some cases in the earliest days of railways, the company saw itself as an infrastructure provider only. Colloquially the wagons might be referred to as four-foot gauge wagons, say and this nominal value does not equate to the flange spacing, as some freedom is allowed for. An infrastructure manager might specify new or replacement track components at a variation from the nominal gauge for pragmatic reasons. Track is defined in old Imperial units or in universally accepted metric units or SI units, Imperial units were established in United Kingdom by The Weights and Measures Act of 1824. In addition, there are constraints, such as the load-carrying capacity of axles. Narrow gauge railways usually cost less to build because they are lighter in construction, using smaller cars and locomotives, as well as smaller bridges, smaller tunnels. Narrow gauge is often used in mountainous terrain, where the savings in civil engineering work can be substantial. Broader gauge railways are generally expensive to build and require wider curves. There is no single perfect gauge, because different environments and economic considerations come into play, a narrow gauge is superior if ones main considerations are economy and tight curvature. For direct, unimpeded routes with high traffic, a broad gauge may be preferable, the Standard, Russian, and 46 gauges are designed to strike a reasonable balance between these factors. In addition to the general trade-off, another important factor is standardization, once a standard has been chosen, and equipment, infrastructure, and training calibrated to that standard, conversion becomes difficult and expensive. This also makes it easier to adopt an existing standard than to invent a new one and this is true of many technologies, including railroad gauges. The reduced cost, greater efficiency, and greater economic opportunity offered by the use of a common standard explains why a number of gauges predominate worldwide
15.
3 ft 6 in gauge railways
–
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
16.
Limited express
–
A limited express is a type of express train service. It refers to a service that stops at a limited number of stops in comparison to other express services on the same or similar routes. The term limited express is a translation of the Japanese compound noun tokubetsu kyūkō, literally special express. Although some operators translate the word differently, this section is about tokubetsu kyūkō trains in Japan regardless of the translation by the operators and this term also includes terms with limited express in them, such as Rapid Limited Express. There are two types of limited express trains, intercity and commuter, the latter type of limited express train usually incurs no surcharge, but seating is usually first-come, first-served, since this type of train uses commuter train coaches. Both types of travel faster and stop at fewer stations. Presently all Shinkansen services are limited express, but are usually referred to as super express in English. The table below summarizes the limited express on major Japanese railways, in the era of steam-hauled provincial expresses, limited express services were common on highly trafficked routes. Following the Night Limited was a slower unnamed express that stopped at more stations, a different pattern was employed on the Main South Line. The South Island Limited express ran three days a week from Christchurch through Dunedin to Invercargill, with a regular express operating on the other four days. Limited expresses were rare beyond the main routes and the regular provincial expresses were typically augmented with even slower mixed trains. However, when the Rotorua Express schedule was accelerated in 1930 and its carriages upgraded, it was rebranded as the Rotorua Limited. Due to the Great Depression and rising car ownership levels, it did not achieve the level of success intended, thus in 1937 it reverted to the status and service pattern of a regular express. After the demise of the Night Limited and the South Island Limited in 1971, the term limited express fell into disuse in New Zealand and has not been applied to any subsequent trains. However, from 1971 to 1979, the Silver Star performed the role of an express as it operated to a faster schedule than a supplementary slower service that was known from 1975 as the Northerner. As of 13 March 2017, Auckland Transport introduced limited express services on the Onehunga Line and these services operate until 7,30 PM on weekdays, bypassing Parnell, Remuera and Greenlane stations. Some of the most elite trains in the United States in the century were called limited. Famous limiteds of America have included the 20th Century Limited and its successor the Lake Shore Limited, the Broadway Limited, the Merchants Limited and the National Limited
17.
Electric multiple unit
–
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
18.
West Japan Railway Company
–
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
19.
485 series
–
Approximately 1,500 vehicles were built, although by April 2016, JR East is the only operator still using this type. These train were subsequently operated by JR-West and JR Kyushu, the 483 series trains were introduced in 1965 for use on Tohoku Main Line limited express services, and were capable of operating under 1,500 V DC or 20 kV AC overhead wire power supplies. The non-powered trailer cars used in sets were classified 481 series. 485 series 485-200 series 485-300 series 485-1000 series 485-1500 series 485-3000 series Joyful Train variants The 485 series trains were introduced in 1968 and these trains were capable of operating under 1,500 V DC or 20 kV AC overhead wire power supplies. The original design was based on the bonnet-style 181 series EMU. The 485-200 series trains had gangway doors at the cab ends to allow trains to be operated in multiple, the 485-1500 series trains were built in 1974 for use in Hokkaido. The 485-1000 series trains built from 1975 onward incorporated design improvements from the DC-only 183-1000 series trains,485 series trains were also used on the Raichō and Super Raichō services from 1968 until the service ended in March 2011. These trains sometimes utilized a cab car which was a Green Car. The Inaho and Hokuetsu services have used 485 and 485-3000 series trains since 1969, the Hitachi service used 485 series trainsets from 1969 to 1998, when it was replaced by Super Hitachi and Fresh Hitachi services. The Tsugaru service has used 485-3000 series trains since 2002, when the service started, the Nikkō service used a dedicated 6-car 485 series set from March 2006 until 4 June 2011, which was occasionally substituted by a reserve 189 series set nicknamed Ayano. It was replaced by two 6-car 253 series sets from 4 June 2011, the Noto has used a single 6-car 485 series train since March 2010, replacing the previous 489 series train. The last original JNR-style trainset operated by JR East was withdrawn in June 2016 after a series of special farewell Hibari, Aizu, and Tsubasa runs on 18 and 19 June. As of 1 April 2016, only two 485-3000 series refurbished sets remain in service, based at Niigata Depot for use on limited-stop Rapid services between Niigata and Itoigawa on the Nihonkai Hisui Line, the six-car sets are formed as follows, with car 1 at the Itoigawa end. Car 1 includes Green car seating, cars 2 and 4 each have two pantographs. As of October 2016, five 485 series cars are preserved, kuHa 48126, Preserved at the Railway Museum in Saitama, Saitama. KuHa 481246, Preserved at the Kyushu Railway History Museum in Kitakyushu, kuHa 481256, Preserved at the JR Kyushu Kokura Depot in Kitakyushu since October 2016. KuHa 481603, Preserved at the Kyushu Railway History Museum in Kitakyushu, moHa 48461, Preserved at the Railway Museum in Saitama, Saitama
20.
Hitachi
–
Hitachi, Ltd. is a Japanese multinational conglomerate company headquartered in Chiyoda, Tokyo, Japan. It is the parent company of the Hitachi Group and forms part of the DKB Group of companies, Hitachi is listed on the Tokyo Stock Exchange and is a constituent of the Nikkei 225 and TOPIX indices. It is ranked 38th in the 2012 Fortune Global 500 and 129th in the 2012 Forbes Global 2000, Hitachi was founded in 1910 by electrical engineer Namihei Odaira in Ibaraki Prefecture. The companys first product was Japans first 5-horsepower induction motor, initially developed for use in copper mining, odairas company soon became the domestic leader in electric motors and electric power industry infrastructure. The company began as a venture of Fusanosuke Kuharas mining company in Hitachi. Odaira moved headquarters to Tokyo in 1918, long before that, he coined the company’s toponymic name by superimposing two kanji characters, hi meaning “sun” and tachi meaning “rise”. The young companys national aspirations were conveyed by its original brand mark, world War II and its aftermath devastated the company. Many of its factories were destroyed by Allied bombing raids, and after the war, founder Odaira was removed from the company. Nevertheless, as a result of three years of negotiations, Hitachi was permitted to all but 19 of its manufacturing plants. The cost of such a production shutdown, though, compounded by a labor strike in 1950. Only the Korean War saved the company from complete collapse, Hitachi and many other struggling Japanese industrial firms benefited from defense contracts offered by the American military. Meanwhile, Hitachi went public in 1949, Hitachi America, Ltd. was established in 1959. Hitachi Europe, Ltd. was established in 1982, in March 2011, Hitachi agreed to sell its hard disk drive subsidiary, HGST, to Western Digital for a combination of cash and shares worth US$4.3 billion. Due to concerns of a duopoly of WD and Seagate Technology by the EU Commission, the transaction was completed in March 2012. The talks subsequently broke down and were suspended, the joint venture began operations in February 2014. It is a high density information storage medium utilizing laser etched/readable Fused quartz, Hitachi is taking for 2016 an estimated ¥65 billion write-off in value of a SILEX technology laser uranium enrichment joint venture with General Electric. Hitachi Consulting is a management and technology consulting firm with headquarters in Dallas, Texas. Hitachi Data Systems is an owned subsidiary of Hitachi which provides hardware, software
21.
Azusa (train)
–
The Azusa and Super Azusa are limited express services operated by East Japan Railway Company, which run between Shinjuku and Matsumoto via the Chūō Main Line and Shinonoi Line. The name Azusa is taken from the Azusa River in Matsumoto, the new trains will feature power outlets for passenger use and WiFi internet service. 181 series 10-car EMUs 165 series EMUs Azusa services are formed of 2+9-car or 9-car E257 series trainsets as shown below, Super Azusa services are formed of 4+8-car E351 series trainsets as shown below, with car 1 at the southern end. The Azusa service began on 1 October 1957 as a semi express operating between Shinjuku and Matsumoto and this operated until 24 April 1960 when it was absorbed into Hakuba semi express services. The Azusa name was revived from 12 December 1966 for use on limited express operating between Shinjuku and Matsumoto. The premier Super Azusa service commenced on 3 December 1994 with the delivery of the first new E351 series tilting EMUs, new E257 series EMUs were introduced on Azusa services from the start of the revised timetable on 1 December 2001. Smoking was prohibited in all cars from 18 March 2007, list of named passenger trains of Japan Kaiji, another limited express service operated on the Chuo Line JR E257 Azusa/Kaiji JR E351 Super Azusa
22.
Kaiji (train)
–
The Kaiji is a limited express train service in Japan operated by East Japan Railway Company. It runs mainly between Shinjuku Station in Tokyo and Kōfu Station in Kōfu, Yamanashi via the Chūō Main Line, the new trains will feature power outlets for passenger use and WiFi internet service. 255 series 185 series Most Kaiji services are formed of nine cars, numbered 3 to 11, cars 1 and 2 are added to some trains. The seasonal Hamakaiji services are formed of 7-car 185 series EMUs based at Tamachi Depot in Tokyo, the Kaiji service began on 1 October 1961 as a semi express operating between Shinjuku and Kōfu. The name was derived from the old name, Kai, of Yamanashi Prefecture, services were operated using KiHa 58 series diesel multiple unit trains in between duties on long-distance Alps and Hakuba express services. DMUs were used on these services due to the tunnel clearances along the line prohibiting the use of electric trains. The outbound service departed from Shinjuku at 14,50, arriving at Kōfu at 17,19, the return working departed from Kōfu at 18,28, arriving at Shinjuku at 21,20. The Kaiji services were discontinued and integrated with the Alps express services from the start of the revised timetable on 1 October 1965 when electric trains were introduced. The early morning up working departed from Matsumoto at 04,50, the evening down service departed from Shinjuku at 18,55, arriving at Matsumoto at 23,36. Due to the nature of ridership on these services, three of the five return workings were designated as seasonal services, operating only during peak seasons. These services were operated using outer-suburban 115 series EMUs, whereas the two services were operated using 165 series express EMUs with first-class accommodation and buffet facilities. In response to the lack of first class accommodation, a 115 series set reformed with a 165 series SaRo 165 Green car was used on some services. The remaining Kaiji services were discontinued from the start of the 1 November 1986 timetable following the introduction of new Azusa limited express services. From 13 March 1988, five of the Azusa limited express operating between Shinjuku and Kōfu were expanded to nine return workings daily and renamed Kaiji. Initially operated using 6-car 183 series EMUs, all Kaiji services were operated using 9-car sets from the start of the December 1993 timetable revision and these were lengthened to 11-car sets from October 1997. Smoking was prohibited in all cars from 18 March 2007, list of named passenger trains of Japan JR East E257 series Kaiji
23.
Sazanami (train)
–
The Sazanami is a limited express train service in Japan operated by East Japan Railway Company. It runs between Tokyo and Tateyama via the Keiyo Line and Uchibō Line, seasonal Shinjuku Sazanami services operate at certain weekends between Shinjuku and Tateyama. 16 March 1991 - Sazanami service are rerouted via the Keiyō Line from Tokyo,2 July 1993 -255 series EMUs are introduced on View Sazanami services from Tokyo to Chikura. 16 October 2004 - E257-500 series EMUs are introduced,10 December 2005 - The View Sazanami name is discontinued, and all services are made entirely no-smoking. From the start of the 15 March 2014 timetable revision, the number of services was reduced to six return workings daily, list of named passenger trains of Japan JR East 255 series Shiosai/Wakashio/Sazanami JR East E257 series Wakashio/Sazanami/Shiosai/Ayame
24.
Wakashio
–
The Wakashio is a limited express train service in Japan operated by the East Japan Railway Company. It runs from Tokyo to Kazusa-Ichinomiya and Awa-Kamogawa on the Boso Peninsula in Chiba Prefecture, Wakashio services operate over the Keiyo Line and Sotobo Line, stopping at the following stations. Some services terminate at Kazusa-Ichinomiya, and some services operate as Local all-stations services between Katsuura and Awa-Kamogawa, shinjuku - Akihabara - Kinshichō - Funabashi - Tsudanuma - Chiba - Soga. Awa-Kamogawa 255 series 9-car EMUs E257-500 series 5/10-car EMUs Wakashio services are operated using Makuhari-based 9-car 255 series EMU, the E257-500 series formations have no Green cars. 183 series 9-car EMUs Trains are formed as shown below, with car 1 at the Tokyo end, car 1 is non-reserved on some services, and car 3 is reserved on some services. Trains were originally formed of 9-car 183 series EMUs with formed as shown below, including one Green car, all cars except the Green car were non-reserved for Ohayo Wakashio and Hometown Wakashio services. The Wakashio service commenced on 15 July 1972, using 183 series EMUs, evening Hometown Wakashio services for commuters were introduced from 16 March 1991, operating from Tokyo to Kazusa-Ichinomiya. New 255 series EMUs were introduced from 2 July 1993, initially branded as View Wakashio, morning Oyaho Wakashio services for commuters were introduced from 3 December 1994, operating from Kazusa-Ichinomiya to Tokyo. New E257-500 series EMUs were introduced from 16 October 2004, displacing the remaining 183 series trainsets, from the start of the revised timetable on 10 December 2005, Wakashio services were made entirely no-smoking. From the start of the 15 March 2014 timetable revision, the number of services was reduced from 15 to 13 return workings daily, list of named passenger trains of Japan JR East 255 series Shiosai/Wakashio/Sazanami JR East E257 series Wakashio/Sazanami/Shiosai/Ayame
25.
Shiosai
–
The Shiosai is a limited express train service in Japan operated by East Japan Railway Company. It runs from Tokyo and Shinjuku to Chōshi on the Boso Peninsula in Chiba Prefecture, Shiosai services operate over the Sōbu Main Line, stopping at the stations listed below. Some services operate as Local all-stations services between Narutō and Chōshi, the E257-500 series formations have no Green cars. 183 series EMUs Trains are formed as shown below, with car 1 at the Tokyo end, car 3 is reserved on some services, and car 5 is non-reserved on some services. From the start of the timetable on 10 December 2005,255 series 9-car EMUs were introduced on Shiosai services. From the same date, services were made entirely no-smoking, from the start of the 14 March 2015 timetable revision, all Shiosai services started and terminated at Tokyo Station, with no services operating from Shinjuku. List of named trains of Japan JR East 255 series Shiosai/Wakashio/Sazanami JR East E257 series Wakashio/Sazanami/Shiosai/Ayame
26.
Ayame (train)
–
The Ayame was a limited express train operated by East Japan Railway Company between Tokyo, Kashima-Jingu and Chōshi via Sawara. First introduced in 1975, the last service ran on 13 March 2015, the Ayame service was first introduced on 10 March 1975, initially as four return workings daily between Tokyo and Kashima-Jingu. In December 1994, services were cut back, with just one up service in the morning. From the start of the timetable on 10 December 2005. By March 2014, there were two return Ayame workings daily, one return working between Tokyo and Kashima-Jingu, and one between Tokyo and Chōshi, the services operated as all-stations Local services between Sawara and Kashima-Jingu or Chōshi. The down Ayame 3 service from Tokyo to Choshi operated coupled to the weekdays-only Shiosai 17 service as far as Sakura,183 series 6-car EMUs E257-500 series 5-car EMUs Trains were formed as shown below, with car 1 at the Tokyo end. All cars were ordinary class and non-reserved, list of named passenger trains of Japan JR East E257 series Wakashio/Sazanami/Shiosai/Ayame. Archived from the original on 5 October 2013, cS1 maint, BOT, original-url status unknown
27.
Toki (train)
–
The Toki is a high-speed Shinkansen train service operated by East Japan Railway Company on the Joetsu Shinkansen in Japan. The name is taken from the Japanese name of the crested ibis and this service operated until 14 November 1982, the day before the Joetsu Shinkansen opened. The Toki name was discontinued from October 1997 following the introduction of new Tanigawa all-stations services between Tokyo and Echigo-Yuzawa, however, the name was reinstated from December 2002 to replace the name Asahi used for all Tokyo to Niigata trains. E2 series 10-car sets were re-introduced on four return Toki services daily from 26 January 2013, a special Joetsu Shinkansen 30th Anniversary service ran as Toki 395 from Omiya to Niigata on 17 November 2012 using 10-car 200 series set K47. List of named trains of Japan 200 series Yamabiko/Toki/Nasuno/Tanigawa E1 series Max Toki/Max Tanigawa at the Wayback Machine E4 series Max Toki/Max Tanigawa
28.
Odoriko
–
The Odoriko is a limited express train service in Japan operated by East Japan Railway Company, which runs between Tokyo and Izukyū-Shimoda or Shuzenji in Shizuoka Prefecture. Services are operated by 7-, 10-, and 10+5-car 185 series EMUs, the word odoriko means a dancing girl in Japanese. The train service was named after the title of novel Izu no Odoriko by Yasunari Kawabata, the stage of the novel is the destination of the train, Izu Peninsula. The Super View Odoriko is a version of the Odoriko introduced from 28 April 1990. It uses 251 series 10-car EMUs and runs between Tokyo or Ikebukuro and Izukyū-Shimoda, Super View Odoriko trains are formed as follows, with car 1 at the Izukyū-Shimoda end, and car 10 at the Tokyo and Shinjuku end. The Resort Odoriko operates between Tokyo and Izukyū-Shimoda on the Izu Kyūkō Line using Izukyū2100 series Alpha Resort 21 8-car EMUs, the service normally consists of one return journey at weekends only. From 1 December 2012, seasonal Marine Express Odoriko services were introduced, the service normally consists of one return journey at weekends only. List of named trains of Japan JR East 185 series Odoriko JR East 251 series Super View Odoriko
29.
Asama (train)
–
The Asama is a high-speed Shinkansen train service operated by East Japan Railway Company on the Nagano Shinkansen in Japan. The shinkansen service was introduced in October 1997, but the name was first used for a service operated by Japanese National Railways in 1961. Asama is the name of an active volcano near Karuizawa. All 16 Asama services stopped at Tokyo, Ueno, Ōmiya, Takasaki, Karuizawa, Sakudaira, Ueda,11 of them made an additional stop at Kumagaya, Honjo-Waseda, and Annaka-Haruna. Asama services are operated using 12-car E7 series or W7 series trainsets formed as shown below, car 11 is a Green car, and car 12 is a Gran Class car with 2+1 seating. Unlike on Tohoku Shinkansen Hayabusa services, however, a dedicated attendant service is not provided in Gran Class cars on Asama services. E7 series 12-car F sets W7 series 12-car W sets Services were initially operated using a fleet of fourteen 8-car E2 series N sets based at Nagano Shinkansen Depot. Trains are designed to maintain speeds of 260 km/h on the 30 km continuous gradient of 30‰ between Takasaki and Karuizawa, new E7 series 12-car sets, also based at Nagano Depot, were introduced on Asama services from the start of the revised timetable on 15 March 2014. These trains include Gran Class seating arranged 2+1 abreast, E7 series trainsets were initially used on seven return services daily, with a further four return workings added from 19 April 2014. JR West W7 series 12-car sets, based at Hakusan Depot, were introduced from the start of the timetable on 14 March 2015. This service operated until 30 November 1962, after which the train was renamed Akakura, from 1 December 1962, the name was used for the semi-express services operating between Ueno in Tokyo and Nagano on the Shinetsu Line. This service continued until 30 September 1963, after which the train was renamed Maruike, after a gap of three years, the name Asama was re-introduced from 1 October 1966 on the Limited express services operating between Ueno and Nagano or Naoetsu. By the late 1990s, there were 29 workings daily in each direction, during the busy summer periods, a second Green car was sometimes added to increase formations to 12 cars. The typical 11-car 189 series formation in 1995 was as shown below, from 1 October 1997, the name Asama was used for the services on the newly opened Nagano Shinkansen, operating between Tokyo and Nagano. During the 1998 Winter Olympics in February 1998, additional services were provided using one specially modified 200 series train, from the start of the revised timetable on 10 December 2005, Asama services were made entirely no-smoking. The services operated using E2 series eight-car sets were formed as follows, from the start of the revised timetable on 15 March 2014, new E7 series 12-car trainsets were introduced on Asama services. Initially used on seven return services daily, this number was increased to eleven return services daily from 19 April 2014, the last services operated using eight-car E2 series trainsets ran on 31 March 2017, from which date all Asama services were formed of E7 and W7 series trainsets. List of named trains of Japan JR East E7 series Asama
30.
Kyoto Prefecture
–
Kyoto Prefecture is a prefecture of Japan in the Kansai region of the island of Honshu. The capital is the city of Kyoto, until the Meiji Restoration, the area of Kyoto Prefecture was known as Yamashiro. For most of its history, the city of Kyoto was Japans Imperial capital, the citys history can be traced back as far as the 6th century. In 544, the Aoi Matsuri was held in Kyoto to pray for good harvest, Kyoto did not start out as Japans capital. A noteworthy earlier capital was Nara, in 741, Emperor Shōmu moved the capital briefly to Kuni-kyo, between the cities of Nara and Kyoto, in present-day Kyoto Prefecture. In 784, the capital was moved to Nagaokakyō, also in present-day Kyoto Prefecture, in 794, Emperor Kanmu moved the capital to Heian-kyo, and this was the beginning of the current-day city of Kyoto. Even today, almost all of the streets, houses, stores, temples and shrines in Kyoto exist where they were placed in this year, Imperial rule was briefly restored in 1333, but another samurai clan established a new shogunate in Kyoto three years later. In 1467, a civil war, the Ōnin no Ran, took place inside Kyoto. Japan plunged into the age of warring feudal lords, a new strong man, Tokugawa Ieyasu, established the shogunate at Edo in 1603. In the 15th century AD, tea-jars were brought by the shoguns to Uji in Kyoto from the Philippines which was used in the Japanese tea ceremony, the Meiji Restoration returned Japan to imperial rule in 1868. Emperor Meiji, who was now the absolute sovereign, went to stay in Tokyo during the next year, the imperial court has not returned to Kyoto since then. During the instigation of Fuhanken Sanchisei in 1868, the received its suffix fu. The subsequent reorganization of the old provincial system merged the former Tango Province, Yamashiro Province, although many Japanese major cities were heavily bombed by U. S. bombers during World War II, the old capital escaped such devastating bombing. Sixth Army was headquartered in Kyoto, Kyoto Prefecture is almost in the center of Honshu and of Japan. It covers an area of 4,612.71 square kilometres, to the north, it faces the Sea of Japan and Fukui Prefecture. To the south, it faces Osaka and Nara Prefectures, to the east, it faces Mie and Shiga Prefectures. To the west, it faces Hyōgo Prefecture, the prefecture is separated in the middle by the Tanba Mountains. This makes its climate very different in the north and south, fifteen cities are located in Kyoto Prefecture, These are the towns and villages in each district, The city of Kyoto is famous for tourism
31.
287 series
–
287 series EMUs were introduced on Kuroshio services from the start of the revised timetable on 17 March 2012. A total of 97 vehicles are on order, a further batch of 51 vehicles for Kuroshio services consists of six 6-car sets and five 3-car sets, replacing older 381 series EMUs. These entered service from the start of the timetable on 17 March 2012. Livery is similar to that used on 683 series Thunderbird sets, with a maroon stripe below the dark grey window band for the Kitakinki and Kōnotori trains, the various formations are configured as follows. Sets FA01–07, based at Fukuchiyama Depot The KuMoHa 287 and MoHa 287 cars are fitted with two WPS28C single-arm pantographs. Sets FC01–06, based at Fukuchiyama Depot The KuMoHa 287 car is fitted with two WPS28C single-arm pantographs, sets HC601–606, based at Hineno Depot The KuMoHa 287 and MoHa 287 cars are each fitted with one WPS28C single-arm pantograph. Sets HC631–635, based at Hineno Depot The KuMoHa 287 car is fitted with two WPS28C single-arm pantographs, internally, Green car accommodation is in 2+1 abreast configuration, and standard class is 2+2. All Green car seats have AC power outlets, and standard-class saloons have AC power outlets at either end of each car, the trains include universal access toilets and also women-only toilets. The first 6-car set destined for Kuroshio services was unveiled to the media at Kinki Sharyos factory on 4 August 2011, test running commenced from 29 September 2011. The first set manufactured by Kawasaki Heavy Industries in Hyogo Prefecture, JR-West 287 series Kounotori JR-West 287 series Kuroshio Kinki Sharyo 287 series information JR-West 287 series
32.
Kitakinki
–
The Kitakinki was a limited express train service operated by West Japan Railway Company in Japan from 1986 until March 2011, which ran from Shin-Osaka to Kinosaki Onsen in Hyōgo Prefecture. As of January 2011,11 down services from Shin-Osaka and 10 up services to Shin-Osaka ran daily, Kitakinki services stopped at the following stations. Shin-Osaka - Amagasaki - Takarazuka - Sanda - - - Sasayamaguchi - - Kaibara - Isō - - Fukuchiyama - - - - - The Kitakinki service was introduced on 1 November 1986. The new services used 4- and 6-car DC 183-800 series electric multiple units converted from former dual-voltage 485 series EMUs and these received a thin crimson line below the window band to signify the improved passenger accommodation. Services used 4- or 7-car 183 series formations, from 18 March 2007, all cars were made non-smoking. From 12 March 2011, Kitakinki services were renamed Kounotori, coinciding with the introduction of new 287 series EMUs
33.
Kinosaki (train)
–
The Kinosaki is a limited express train service operated by West Japan Railway Company. One of the making up JR Wests Big X Network, it connects Kyoto Station. The color associated with the service is purple, also the color of the Sagano Line which it uses for part of its journey. Kyoto - Nijō - Kameoka - Sonobe - Hiyoshi - Ayabe - Fukuchiyama - Wadayama - Yōka - Ebara - Toyooka - Kinosaki Onsen Some services stop at Hiyoshi Station, Some services operate as combined Kinosaki and Maizuru services. The 287 series EMUs were introduced on services from 12 March 2011. 289 series EMUs converted from former dual-voltage 683 series trainsets were introduced on Kinosaki services from 31 October 2015,183 series EMUs 381 series EMUs 183 series EMUs were formerly used on some services, but were withdrawn by the start of the revised timetable on 16 March 2013. Fukuchiyama-based 381 series EMUs displaced from Kuroshio services were introduced on Kinosaki services from 1 June 2012. These were withdrawn following the day of operations on 30 October 2015. The Kinosaki service is named after the terminus, formerly known only as Kinosaki Station. Also, when the service began, the neighborhood in which the station stood was known as Kinosaki, both are derived from the regions well-known area of hot springs. March 1,1962, the Kinosaki service begins as two round trips between Kyoto and Kinosaki. April 20,1963, the Kinosaki running from Fukuchiyama Station is renamed to Tango, daily service consists of four round trips per day. March 5,1966, the Kinosaki and Tango become express services, november 10,1968, Hakuto services departing Kyoto no longer connected with more cars at Ōsaka station. The Kinosaki name is discontinued, and Tango services are increased to seven round trips daily, All Tango services are classified as express. December 1990,183 series trains providing seasonal express service between Osaka and Kinosaki are once again called Kinosaki, the following year, it is decided that permanent limited express Kinosaki service will be restored between Kyoto and Kinosaki. March 18,2007, All cars become non-smoking, March 16,2013, From the start of the revised timetable,183 series EMUs are withdrawn from Kinosaki services. JR West 287 series Kinosaki JR West 289 series Kinosaki
34.
Tamba (train)
–
The Tamba was a limited express train service operated by West Japan Railway Company in Japan. It operated between Kyoto and Fukuchiyama via the Sanin Main Line, and was one of the services make up JR Wests Big X Network. The color associated with the service was blue, Kyoto - Nijō - Kameoka - Sonobe - - - - Ayabe - Fukuchiyama Stations in parentheses were not served by all trains. This service was operated with 4-car 183 series electric multiple unit trains based at Fukuchiyama Depot, some trains operated coupled with 3-car Maizuru sets between Kyoto and Ayabe. Some services had an entire Green car as car 1, while services had only half of car 1 providing Green car accommodation. The Tamba service was first introduced on 1 June 1960 as an express service operating between Osaka and Kinosaki. It was upgraded to become a service from 5 March 1966. It was however discontinued from 1 November 1986, the name Tamba comes from the feudal-era Tamba Province, which was situated in what is now northern Kyoto Prefecture and northeastern Hyōgo Prefecture. From 16 March 1996, the Tamba name was revived for new limited express operating between Kyoto and Fukuchiyama following the electrification of the Sanin Main Line. From 18 March 2007, all cars were made non-smoking, from the start of the 12 March 2011 timetable revision, Tamba services were absorbed into Kinosaki services. JR West Tamba 183 series train information
35.
Hashidate
–
The Hashidate is a limited express train service operated by West Japan Railway Company in Japan. The color associated with the service is red,289 series EMUs converted from former dual-voltage 683 series trainsets were introduced on Hashidate services from 31 October 2015, replacing the remaining JNR-era 381 series trains. After the resetting of the stock in 26 March 2016. 183 series EMUs 381 series EMUs 183 series EMUs were formerly used on some services,381 series EMUs used on Hashidate services were withdrawn following the final day of operations on 30 October 2015. The Hashidate first appeared in 1965 as a semi-express connecting Osaka and Amanohashidate via the Fukuchiyama Line, Sanin Main Line and it became an express service in 1966. In 1968, Hashidate services were merged into Tamba services, until March 11,2011, the Monju and Tango Discovery were most like the original Hashidate service. From 1982 until 1992, the Hashidate was a service connecting Fukui and Amanohashidate via the Obama Line. Two other services, the Wakasa and Taisha, had areas that overlapped with the Hashidate. March 1,1961, The Wakasa begins service as a semi-express connecting Nishi-Maizuru, april 20,1963, One daily round trip is added, service is extended to Fukui. October 1,1964, One daily round trip is discontinued, however, until the beginning of express Asashio service between Kanazawa and Izumo-shi on 1 December, the Wakasa operates as a temporary service. March 5,1966, The Wakasa becomes an express service, October 1,1966, The Taisha express service begins linking Nagoya, Tsuruga, and Izumo-shi. It connects with the Asashio between Tsuruga and Yonago, july 1968, The Emerald express service begins, linking Nagoya and Higashi-Maizuru. Intended as a complement to the Taisha, it is introduced to ease crowding during the summer, after the Taisha service is discontinued, the Emerald continues to operate during summers until 1995. October 1,1968, Asashio services are renamed Taisha, Taisha service is modified to Nagoya and Kanazawa with Izumo-shi. October 1,1970, One round-trip Wakasa service is added, March 15,1972, Wakasa begins operation on the Maizuru Line and Sanin Main Line. October 2,1978, Taisha consists to and from Kanazawa now connect Fukui, july 1,1982, Taisha consists to and from Nagoya now connect Nagoya and Amanohashidate. November 15,1982, Taisha service to Nagoya stops, november 1,1986, Prior to the privatization of JNR, Wakasa service is reduced to one round trip daily. March 13,1992, Hashidate service is discontinued,1996 - Following the electrification of the Sanin Main Line, Hashidate service is reintroduced using electric trains
36.
Maizuru (train)
–
The Maizuru is a limited express train service operated by West Japan Railway Company in Japan. It operates between Kyoto and Higashi-Maizuru via the Sanin Main Line, and is one of the services make up JR Wests Big X Network. Kyoto - Nijō - Kameoka - Sonobe - - Ayabe - Nishi-Maizuru - Higashi-Maizuru The Maizuru 2 and 11 stop at Hiyoshi Station, no Green car accommodation is available on Maizuru services. Prior to 12 March 2011, services were operated using 3-car 183 series EMUs trains based at Fukuchiyama Depot, trains operated coupled with 4-car Tamba sets between Kyoto and Ayabe. The Maizuru service was introduced from 2 October 1999, following the completion of electrification of the Maizuru Line, from 18 March 2007, all cars were made non-smoking. List of named trains of Japan JR West 287 series Maizuru train information JR West KTR8000 series Maizuru train information
37.
Monju (train)
–
The Monju was a limited express train service operated by West Japan Railway Company in Japan from 1996 until March 2011. It operated between Shin-Osaka and Amanohashidate via the Fukuchiyama Line and Kitakinki Tango Railway, and was one of the services that made up JR Wests Big X Network. As of December 2010, there was one return Monju service daily between Shin-Osaka and Amanohashidate, stopping at the following stations, green car accommodation was provided in car 1. The Maizuru service was introduced in March 1996, from 18 March 2007, all cars were made non-smoking. Maizuru services were discontinued from the start of the 12 March 2011 timetable revision, JR West Monju 183 series train information
38.
International Standard Book Number
–
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
39.
KuMoHa 12
–
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
40.
63 series
–
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
