1.
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
2.
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
3.
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
4.
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
5.
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
6.
Railway coupling
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A coupling is a mechanism for connecting rolling stock in a train. The design of the coupler is standard, and is almost as important as the gauge, since flexibility. The equipment that connects the couplings to the stock is known as the draft gear. The different types of coupling do not always have formal or official names and these couplings followed earlier tramway practice but were made more regular. The vehicles are coupled by hand using a hook and links with a turnbuckle that draws the vehicles together, in Britain, this is called a screw coupling. Vehicles have buffers, one at each corner on the ends and this arrangement limits the slack in trains and lessens shocks. The earliest buffers were fixed extensions of the frames. This coupling is still the standard in European countries, the link-and-pin coupling was the original style of coupling used on North American railways. After most railroads converted to semi-automatic Janney couplers, the link-and-pin survived on forestry railways, while simple in principle, the system suffered from a lack of standardisation regarding size and height of the links, and the size and height of the pockets. The link-and-pin coupler consisted of a body that received an oblong link. During coupling, a worker had to stand between the cars as they came together and guide the link into the coupler pocket. Once the cars were joined, the employee inserted a pin into a hole a few inches from the end of the tube to hold the link in place. This procedure was exceptionally dangerous and many brakemen lost fingers or entire hands when they did not get out of the way of the coupler pockets in time. Many more were killed as a result of being crushed between cars or dragged under cars that were coupled too quickly, brakemen were issued with heavy clubs that could be used to hold the link in position, but many brakemen would not use the club, and risked injury. The link-and-pin coupler proved unsatisfactory because, It made a connection between the cars, with too much slack action. There was no design, and train crews often spent hours trying to match pins. Crew members had to go between moving cars during coupling, and were injured and sometimes killed. The links and pins were often pilfered due to their value as scrap metal, john H. White suggests that the railroads considered this to be more important than the safety issue at the time
7.
Multiple working
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Multiple working is a term used on the UK rail network to describe the practice of having more than one diesel or electric locomotive hauling a train under the control of one driver. Multiple Working is the used in the UK where more than one operational diesel or electric locomotive are coupled together under the control of one driver. The term can also apply when diesel or electric multiple unit trains are coupled together, in tandem is the term usually used in the UK when more than one diesel or electric locomotive are hauling a single train and under the control of a driver on each locomotive. If the front locomotive of a pair in multiple has failed the driver can control the rear locomotive for as long as air. In the early days of locomotives, locomotives worked within their class. Locomotives from different manufacturers had varying methods of controlling engines or braking systems, if a train required more than one locomotive, an additional driver was needed, at extra expense. Since then, locomotives have been built to work with other locomotives in the code or system. Similar systems are assigned a code, which is normally indicated on the front of the locomotive. Early diesels were also fitted with communicating doors in the nose allowed the secondman to access the train heating boiler of the rearmost locomotive. The doors actually saw little use and, as they frequently caused draughts in the cab, first-generation diesel multiple units had the additional problem of differing types of transmission. For instance, a Class 127 unit could be required to work in multiple with a Class 112 unit. For this reason, the selector on the Class 127 was fitted with positions marked D,3,2,1 to change the gears when working in formation with vehicles with mechanical transmission. Later units, post-privatisation ones in particular, saw a number of different, franchise changes and stock reallocation means that many train operating companies use fleets with a number of incompatible multiple working systems. British Railways Locomotives and Multiple Units including Preserved Locomotives 1977, multiple-unit train control Control Car Remote Control Locomotive
8.
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
9.
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
10.
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
11.
Limited express
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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
12.
Tokyo
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Tokyo, officially Tokyo Metropolis, is the capital of Japan and one of its 47 prefectures. The Greater Tokyo Area is the most populous area in the world. It is the seat of the Emperor of Japan and the Japanese government, Tokyo is in the Kantō region on the southeastern side of the main island Honshu and includes the Izu Islands and Ogasawara Islands. Formerly known as Edo, it has been the de facto seat of government since 1603 when Shogun Tokugawa Ieyasu made the city his headquarters. It officially became the capital after Emperor Meiji moved his seat to the city from the old capital of Kyoto in 1868, Tokyo Metropolis was formed in 1943 from the merger of the former Tokyo Prefecture and the city of Tokyo. The Tokyo metropolitan government administers the 23 Special Wards of Tokyo, the metropolitan government also administers 39 municipalities in the western part of the prefecture and the two outlying island chains. The population of the wards is over 9 million people. The prefecture is part of the worlds most populous metropolitan area with upwards of 37.8 million people, the city hosts 51 of the Fortune Global 500 companies, the highest number of any city in the world. Tokyo ranked third in the International Financial Centres Development IndexEdit, the city is also home to various television networks such as Fuji TV, Tokyo MX, TV Tokyo, TV Asahi, Nippon Television, NHK and the Tokyo Broadcasting System. Tokyo ranked first in the Global Economic Power Index and fourth in the Global Cities Index. The city is considered a world city – as listed by the GaWCs 2008 inventory – and in 2014. In 2015, Tokyo was named the Most Liveable City in the world by the magazine Monocle, the Michelin Guide has awarded Tokyo by far the most Michelin stars of any city in the world. Tokyo ranked first in the world in the Safe Cities Index, the 2016 edition of QS Best Student Cities ranked Tokyo as the 3rd-best city in the world to be a university student. Tokyo hosted the 1964 Summer Olympics, the 1979 G-7 summit, the 1986 G-7 summit, and the 1993 G-7 summit, and will host the 2020 Summer Olympics, Tokyo was originally known as Edo, which means estuary. During the early Meiji period, the city was also called Tōkei, some surviving official English documents use the spelling Tokei. However, this pronunciation is now obsolete, the name Tokyo was first suggested in 1813 in the book Kondō Hisaku, written by Satō Nobuhiro. When Ōkubo Toshimichi proposed the renaming to the government during the Meiji Restoration, according to Oda Kanshi, Tokyo was originally a small fishing village named Edo, in what was formerly part of the old Musashi Province. Edo was first fortified by the Edo clan, in the twelfth century
13.
Izu Peninsula
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The Izu peninsula is a large mountainous peninsula with deeply indented coasts to the west of Tokyo on the Pacific coast of the island of Honshū, Japan. Formerly the eponymous Izu Province, Izu peninsula is now a part of Shizuoka Prefecture, the peninsula has an area of 1,421.24 km² and its estimated population in 2005 was 473,942 people. Tectonically, the Izu peninsula results from the Philippine Sea Plate colliding with the Okhotsk Plate at the Nankai Trough, the Philippine Sea Plate, the Amurian Plate, and the Okhotsk Plate meet at Mount Fuji, a triple junction. The peninsula itself lies on the Philippine Sea Plate, the southern portion of the peninsula is composed largely of breccia, and the central and northern portions consist of numerous highly eroded volcanos. The peninsulas major river, the Kano River in the north, as a result of its underlying geology, the peninsula is prone to frequent earthquake swarms and tsunamis, and it abounds in hot springs. All of Izu Peninsula is within Shizuoka Prefecture, the peninsula abuts Mount Fuji and is a part of Fuji-Hakone-Izu National Park. The area is popular for sea bathing, surfing, golfing. Aside from tourism, agriculture and fishing are the mainstays of the local economy, Izu is one of the biggest producers of wasabi in Japan, and the local cuisine offers dishes flavored with wasabi. The Izu peninsula is accessible from Tokyo and points west via the Tōkaidō Shinkansen. JR Itō Line and the Izu Kyūkō Line provides service along the east coast of the peninsula to Shimoda, central Izu is served by the Sunzu Line as far as Shuzenji. The west coast of the peninsula is less developed, and has no train service, Izu Peninsula is served by numerous expressways. By car, it is 103.3 km from the Yōga Interchange on the Tokyo end of the Tōmei Expressway to Numazu. To get to the side, a branch at Atsugi leads to the Odawara-Atsugi Road, which continues past Odawara to Yugawara, Atami. Izu Peninsula is also served by Japan National Route 135, Japan National Route 136, Izu also offers two scenic roads, called Izu Skyline and Western Izu Skyline (西伊豆スカイライン）that offer beautiful views on nature and Mt. Fuji. Both skyline roads are favorite spots of car and motorcycle enthusiasts, the Odakyu Electric Railway runs local bus services from Odawara and Hakone, and there is an extensive internal bus network. Izu Peninsula Geopark Izu Peninsula - Encyclopædia Britannica Online Eastern Area - Shizuoka Guide Izu Peninsula
14.
Odoriko
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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
15.
Pantograph (transport)
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A pantograph is an apparatus mounted on the roof of an electric train, tram or electric bus to collect power through contact with an overhead catenary wire. It is a type of current collector. Typically, a wire is used, with the return current running through the track. The term stems from the resemblance of some styles to the mechanical pantographs used for copying handwriting, the pantograph was invented in 1879 by Walter Reichel, chief engineer at Siemens & Halske in Germany. A flat slide-pantograph was invented in 1895 at the Baltimore and Ohio Railroad The familiar diamond-shaped roller pantograph was invented by John Q. Brown of the Key System shops for their commuter trains ran between San Francisco and the East Bay section of the San Francisco Bay Area in California. They appear in photographs of the first day of service,26 October 1903, for many decades thereafter, the same diamond shape was used by electric-rail systems around the world and remains in use by some today. The most common type of today is the so-called half-pantograph. Louis Faiveley invented this type of pantograph in 1955, the half-pantograph can be seen in use on everything from very fast trains to low-speed urban tram systems. The electric transmission system for electric rail systems consists of an upper. The pantograph is spring-loaded and pushes a contact shoe up against the underside of the wire to draw the current needed to run the train. The steel rails of the act as the electrical return. As the train moves, the shoe slides along the wire and can set up standing waves in the wires which break the contact. This means that on some systems adjacent pantographs are not permitted, pantographs are the successor technology to trolley poles, which were widely used on early streetcar systems. However, many of these networks, including Torontos, are undergoing upgrades to accommodate pantograph operation, as a precaution against loss of pressure in the second case, the arm is held in the down position by a catch. For high-voltage systems, the air supply is used to blow out the electric arc when roof-mounted circuit breakers are used. Pantographs may have either a single or a double arm, double-arm pantographs are usually heavier, requiring more power to raise and lower, but may also be more fault-tolerant. On railways of the former USSR, the most widely used pantographs are those with a double arm, some streetcars use double-arm pantographs, among them the Russian KTM-5, KTM-8, LVS-86 and many other Russian-made trams, as well as some Euro-PCC trams in Belgium
16.
Usui Pass
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The Usui Pass is a mountain pass that lies between Nagano and Gunma Prefectures in Japan. It has served as one of the transportation routes in central Japan since at least the eighth century. The pass on the ancient Tōsandō highway was described as early as the 8th century, in the Nihon Shoki, later, the Nakasendō, one of the five routes of the Edo period maintained by the Tokugawa shogunate followed the route through the pass. The modern National Route 18, which goes through the pass, a bypass and an expressway now make the trip faster and safer. The original road still exists as of 2013 and it was featured in numerous Initial D episodes as the home course of Impact Blue. It is also the course of the real life drift racer Keiichi Tsuchiya. The Shinetsu Main Line railway went through the pass between 1893 and 1997, the new locomotives were the JNR Class EF63 banking engines used for help in both ascending and descending the 66. 7‰ gradient line. In 1997, the segment was closed due to opening of the new Nagano Shinkansen line that detours the pass with a long tunnel, a museum now stands on the site of the old locomotive shed at Yokokawa. The prior-1963 line was featured in the Rail Wars episodes 8 and 9, where the characters take it with a draisine
17.
Karuizawa, Nagano
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Karuizawa is a town located in Kitasaku District in south-central Nagano Prefecture, in the Chūbu region of Japan. As of 1 October 2016, the town had an population of 19,939. Its total area was 156.03 square kilometres, Karuizawa is a popular summer resort area for Tokyo. Karuizawa is located in eastern Nagano Prefecture, bordered by Gunma Prefecture to the north, east, the town is located on an elevated plain at the foot of Mount Asama, one of Japans most active volcanoes. The mountain is classed as a Category A active volcano, a small eruption was detected in June 2015, a more significant eruption spewing hot rocks and a plume of ash occurred in February 2015. Mt. Asamas most destructive eruption in recent recorded history took place in 1783, the volcano is actively monitored by scientists and climbing close to the summit is prohibited. Precipitation is much heavier in the summer than in the winter, the area of present-day Karuizawa was part of ancient Shinano Province, and developed as Karuizawa-shuku, a post station on the Nakasendō highway connecting Edo with Kyoto during the. August 2,1876, The villages of Kutsukake, Shiozawanitta, Karijuku, Narusawanitta, the village of Hatsuji in Saku District absorbed the village of Matorikaya. January 14,1879, Kitasaku District Government enforced, and the town of Usuitoge,1886, Canadian Anglican missionary Rev. Alexander Croft Shaw and Tokyo Imperial University English professor James Main Dixon introduced Karuizawa as a summer resort. 1910s, Begins to attract the attention of other expatriates and Japanese, august 1,1923, The village of Higashinagakura gains town status to become the town of Karuizawa. 1940s, Site of an internment camp for foreigners and diplomats during World War 2, may 8,1942, The village of Nishinagakura is merged into Karuizawa 1951, Selected as International Cultural and Tourism City. February 1,1957, Karuizawa absorbed Serizawa area from the village of Goga. April 1,1959, The Kajikazawa area of the village of Oiwake was split off. 1964,1964 Summer Olympics February 1972, Asama-Sanso incident Police besiege communist militants holed up in holiday resort after mass killing, October 1,1997, The Nagano Shinkansen opens, serving Karuizawa. 1998,1998 Winter Olympics 2004, Mount Asama erupts, hoshino Resorts has its headquarters in Karuizawa. Karuizawa has three elementary school and one public middle school operated by the town government, and one high school operated the Nagano Prefectural Board of Education. The International School of Asia, Karuizawa is also located in the town, convenient road and rail access from central Tokyo, has ensured Karuizawas popularity as a location for second homes and resort hotels since the Meiji era. The town is known for its historic shopping street known as Ginza dōri or Kyū-dō, Karuizawa hosted equestrian events in the 1964 Summer Olympics as well as curling in the 1998 Winter Olympics
18.
JNR Class EF63
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The Class EF63 is a class of 1,500 V DC electric locomotives formerly operating in Japan. A total of 25 Class EF63 locomotives were built between 1962 and 1976 exclusively for use as bankers on the steeply-graded Usui Pass section of the Shinetsu Main Line between Yokokawa and Karuizawa and they replaced the Class ED42 electric locomotives previously used on the rack-and-pinion line between these two stations. The prototype, EF631, was produced in 1962 by Toshiba for testing before full production of the started in 1963 spread between manufacturers Kawasaki, Mitsubishi and Toshiba. The class was equipped with a number of safety features to cope with the unique conditions of operating on the 66. 7‰ gradient of the Usui Pass. These included independent dynamic brakes on all six axles, magnetic adhesion brakes operating directly on the rails, small wheels attached to the centre bogie were used to measure the train speed and apply the brakes in the case of run-away. The class used the same 425 kW MT52 traction motors used on the EF62s, locos EF635 and EF639 were written off after a runaway derailment also involving two EF62s in 1975, and EF6324 and EF6325 were additionally built in 1976 to replace these two. In 1978, EF6311 and 13 were specially turned out to work a train over the Usui Pass. Following privatization of JNR, the fleet was transferred to JR East operation with the exception of EF631 and 14 operated by JR Freight. Before their final withdrawal, however, a number of locos were repainted into original brown livery following their last overhauls in 1997, incidentally, these locomotives were delivered in standard blue livery from new. EF6311 and 12 are kept as operational spares, all other preserved examples are kept as static exhibits. Japan Railways locomotive numbering and classification
19.
Minakami (train)
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The Minakami is a limited express train service in Japan operated by the East Japan Railway Company between Ueno in Tokyo and Minakami in Gunma Prefecture. The Minakami service began as a service between Ueno and Minakami from 1 October 1964. This operated until 30 September 1965, after which the train was renamed Okutone, the name was revived from 1 October 1997 following the renaming of the former Tanigawa limited express service. From the start of the timetable on 4 December 2010. Services are formed of 7-car 185 series EMU formations, sometimes coupled with Akagi services
20.
Akagi (train)
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The Akagi is a limited express train service in Japan operated by the East Japan Railway Company. It runs between Tokyo and Maebashi in Gunma Prefecture, some trains run to or from Shin-Maebashi or Honjō. 185 series EMUs 651-1000 series EMUs From the start of the timetable on 15 March 2014, refurbished 651 series EMUs were introduced on Akagi services. One return service to and from Shinjuku continues to use 185 series rolling stock, the Akagi service first started on 10 March 1960 as a semi-express service operating between Ueno and Maebashi. From 14 March 1985, the service was upgraded to limited express status, from 18 November 2013, one car was designated as a reserved-seating car. From the start of the timetable on 15 March 2014. List of named trains of Japan JR East 185 series Akagi/Kusatsu/Minakami
21.
Kaiji (train)
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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
22.
Shinkansen Relay
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The Shinkansen Relay was a train service operated by Japanese National Railways in Japan between 1982 and 1985. When the Tohoku Shinkansen was opened in June 1982, the section between Ueno in Tokyo and Ōmiya was not complete, with shinkansen services starting and terminating at Ōmiya Station. The Shinkansen Relay was therefore provided to passengers between Ueno and Ōmiya via the narrow gauge Tohoku Main Line. Initially,13 down and 14 up services operated daily, taking 26 minutes for the non-stop journey, from November 1982, the frequency was increased to 28 down and 29 up services daily, running at 30-minute intervals during the daytime off-peak. Services consisted of pairs of 7-car 185-200 series EMUs, providing a total seating capacity of 848, one Shinkansen Relay service served a pair of Tohoku Shinkansen and Joetsu Shinkansen services. Express 455 series and suburban 115 series EMUs were also used on some trains, the Shinkansen Relay service ended on 13 March 1985, the day before the Tohoku Shinkansen opened between Ueno and Ōmiya. The 185-200 series EMUs were reassigned for use on other Limited express services such as the Kusatsu, services were introduced in 1997 as the Komachi Relay before becoming the Shinkansen Relay, and were formed of 6-car 165 and 169 series EMU formations. The services were renamed Musashino from 2001, trains were operated using 485 series,583 series, and E721 series EMUs, with all seats non-reserved
23.
Ueno Station
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Ueno Station is a major railway station in Tokyos Taitō ward. Ueno Station is close to Keisei-Ueno Station, the Tokyo terminus of the Keisei Main Line to Narita Airport Station, there is a memorial plate about this poem in the station. Like most major stations in Japan, Ueno station contains and is surrounded by extensive shopping arcades, uenos includes a branch of the Hard Rock Cafe. The station has two levels of tracks and a deep underground station for the Tohoku Shinkansen tracks. Through tracks 1 to 4 on two platforms on the main level are used by Yamanote Line and Keihin-Tohoku Line trains. Tracks 5 to 9 on two platforms and one side of a terminal platform lead to the Ueno-Tokyo Line to Tokyo Station. Tracks 10 to 12 terminate inside the building, and below these on a deck are further terminal tracks 13 to 17. Two subterranean island platforms serve Shinkansen tracks 19 to 22, chest-high platform edge doors were installed on the two Yamanote Line platforms in November 2015, and brought into use from December. Both the Ginza and Hibiya line station have two tracks, however, unlike in other Tokyo Metro stations, each lines tracks are counted separately. The station opened on July 28,1883, after the destruction of this first building in the fires caused by the 1923 Great Kantō earthquake, Japanese Government Railways constructed the current station buildings. In 1927, Tokyo Underground Railway opened Japans first subway line from here to Asakusa Station, following World War II, the neighbourhood in front of Ueno Station was a major center of black market activity. Today, that market is gathering people as a name of Ameya-Yokochō, in fiscal 2013, the JR East station was used by 181,880 passengers daily, making it the thirteenth-busiest station operated by JR East. In fiscal 2013, the Tokyo Metro station was used by an average of 211,539 passengers per day, the daily passenger figures for each operator in previous years are as shown below. Note that JR East figures are for boarding passengers only
24.
Negishi Line
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The Negishi Line is a Japanese railway line which connects Yokohama and Ōfuna stations. It is operated by East Japan Railway Company, Freight trains also operate on this line, and it is essential for the southern Keihin region. The Negishi Line does not exist as an independent service, keihin-Tōhoku Line—Negishi Line trains are recognizable by their light blue stripe. A few trains travel through to Hachiōji via the Yokohama Line, double-tracking, Entire line Railway signalling, Automatic Train Control During the daytime, trains operate every 3 minutes between Yokohama and Sakuragichō stations. Between Sakuragichō and Isogo, trains operate every 5 minutes, and Isogo, the Hamakaiji limited express service also operates on the Negishi Line. Freight trains are a sight on the Negishi Line. The following rail companies either link up to or use the Negishi Line for the purpose of transporting freight, Takashima Freight Line Kanagawa Rinkai Railway Tōkaidō Freight Line All stations are located in Kanagawa Prefecture. All trains stop at every station, the oldest station on the line is Sakuragichō, which was opened by the Japanese Government Railways on June 12,1872 as the first railway terminal in Yokohama of the first railway line in Japan. The line was extended to Kōzu on July 11,1887 and this was alleviated by a bypass line between Kanagawa and Hodogaya which opened on August 1,1898. The branch was named the Tōkaidō Main Line Branch Line on October 12,1909, Takashimachō Station opened between Kanagawa and Yokohama on December 20,1914 as the terminus of an electrified Keihin Line. On August 15,1915, a new Yokohama Station opened, absorbing nearby Takashimachō, the old Yokohama station was renamed Sakuragichō and the Sakuragichō – Hodogaya bypass closed. Keihin Line service was extended to Sakuragichō on December 30,1915 when freight service ceased on the branch. The line was planned to be extended to Ōfuna, and in 1920 the Government Railways decided that the route would be parallel to the Ōoka River. From Hodogaya to Ōfuna, additional tracks would be added to the existing Tōkaidō Main Line, however, this plan was scrapped after the Great Kantō earthquake of 1923. This provision was the basis for the construction of the present-day Negishi Line, Yokohama Station moved on October 15,1928, between then and January 26,1930, temporary platforms for the Keihin Line were provided on either side of the station. On May 19,1964, the line was extended to Isogo, the line was renamed the Negishi Line after one of the new stations. The Takashima freight line opened on June 1 that year and freight service returned to the line after a nearly 50-year absence,103 series trains were introduced to the line in October 1965. The line was extended from Isogo to Yōkōdai on March 17,1970, the final section between Yōkōdai and Ōfuna opened on April 9,1973, On October 1 that year, freight service commenced between Ōfuna and Isogo
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.
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
30.
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
31.
105 series
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The 105 series is a DC electric multiple unit train type formerly operated by Japanese National Railways, and currently operated on local services by West Japan Railway Company in Japan since 1981. They were also operated by East Japan Railway Company. The 105 series was introduced in 1981 to replace early EMU types operating on the Fukuen Line, Ube Line, the first sets introduced were 105-0 series 2-car sets which were newly built in 1981 with three pairs of doors per side. 105-500 series 2-car sets were introduced, converted from former 103 series EMU cars. As of 1 April 2012,56 2-car sets are operated by JR-West, based at Hineno, Okayama, Shimonoseki, and Hiroshima depots. 60 105-0 series vehicles were built in 1981, formed as 2-car sets for use on the Onoda Line and Ube Line, initially, these sets were not equipped with air-conditioning. These were originally formed as follows, the KuMoHa and MoHa cars were each equipped with one lozenge-type pantograph. The KuMoHa cars are equipped with one lozenge-type pantograph, seating accommodation consists of longitudinal bench seating throughout each car. The 105-500/600 series variant was introduced from October 1984, coinciding with the electrification of the Nara Line between Kyoto and Nara, and the Wakayama Line between Wakayama and Gojō. In March 1987, four former 103 series air-conditioned driving cars were converted to become 2-car 105 series sets for use on the Senseki Line in the Sendai area and these sets retained the original non-gangwayed 103 series cab ends
32.
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
33.
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
34.
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
35.
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
36.
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
37.
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
38.
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
39.
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
40.
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
41.
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
