1.
Asari Station (Hokkaido)
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Asari Station is a railway station in Otaru, Hokkaido, Japan, operated by Hokkaido Railway Company. Asari Station is served by the Hakodate Main Line The station consists of two opposed side platforms connected by a footbridge, serving two tracks. The station has automated ticket machines and Kitaca card readers, the station opened on November 28,1880 as a flag station. The area around the station was used as a location in the 2008 music video for Death Cab for Cuties I Will Possess Your Heart, list of railway stations in Japan
2.
Otaru
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Otaru is a city and port in Shiribeshi Subprefecture, Hokkaido, Japan, northwest of Sapporo. The city faces the Ishikari Bay, and has served as the main port of the bay. With its many buildings, Otaru is a popular tourist destination. Because it is a 25-minute drive from Sapporo, it has grown as a bedroom community. As of 31 July,2011, the city has an population of 131,706 with 67,308 households. The total area is 243.13 km2, although it is the largest city in Shiribeshi Subprefecture, the subprefectures capital is the more centrally located Kutchan. The city was an Ainu habitation, and the name Otaru is recognised as being of Ainu origin, the very small remaining part of the Temiya Cave contains carvings from the Zoku-Jōmon period of Ainu history, around A. D.400. Otaru was recognised as a village by the bakufu in 1865, an Imperial decree in July 1899 established Otaru as an open port for trading with the United States and the United Kingdom. The city flourished well as the financial and business center in Hokkaido as well as the port with Japanese ruled southern Sakhalin until the 1920s. Otaru was redesignated as a city on August 1,1922, on December 26,1924, a freight train loaded with 600 cases of dynamite exploded in Temiya Station, damaging the warehouse, the harbour facilities and the surrounding area. Local officials stated that at least 94 were killed and 200 injured in this disaster, since the 1950s, as the coal industry around the city went into a decline, the status of economic hub shifted from Otaru to Sapporo. Otaru is a town on the coast of the Sea of Japan in northern Shiribeshi Subprefecture. The southern portion of the city is characterized by the slopes of various mountains, notably Tenguyama. Shiribeshi Yoichi District, Yoichi, Akaigawa Ishikari Sapporo, Ishikari Some of the rivers in Otaru are, Hoshioki, Kiraichi, Zenibako, Hariusu, Asari, Katsunai, Shioya, Myoken, Irifune. In the summer the weather, like all of western Hokkaido, is warm and balmy, with a maximum temperature of around 25 °C. In the winter, however, Otaru is very snowy, receiving as much as 6.6 metres of snow from November to March, the average maximum snow cover is 1.22 metres. Extreme temperatures have ranged from 34.9 °C on August 1,2000 to −18.0 °C on January 24,1954, in which month the highest snowfall of 3.1 metres occurred. Monthly precipitation totals in a record dating back to 1943 have ranged from 379.8 millimetres in August 1962 to 12.0 millimetres in June 2007, the city attracts a large number of Japanese tourists as well as Russian visitors
3.
Regional rail
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Regional rail, also known as local trains and stopping trains, are passenger rail services that operate between towns and cities. These trains operate with more stops over shorter distances than inter-city rail, regional rail normally operates with an even service load throughout the day, although slightly increased services may be provided during rush-hour. The service is less oriented around bringing commuters to the urban centers, other regional rail services operate between two large urban areas, but make many intermediate stops. The main difference between regional rail and commuter rail is that the latter is focused on moving people between where they live and where work on a daily basis. Regional rail operates outside major cities, unlike inter-city, it stops at most or all stations. It provides a service between smaller communities along the line, and also connections with long-distance services, regional rail typically operates throughout the day but often at low frequency, whereas commuter rail provides a high-frequency service within a conurbation. Regional rail services are less likely to be profitable than inter-city. This is justified on social or environmental grounds, and because regional rail services often act as feeders for more profitable inter-city lines. Since their invention, the distinction between regional and long-distance rail has also commonly been the use of propulsion, with longer-distance trains tending to be locomotive-hauled. Not using a locomotive also provides greater passenger capacity in the role at peak periods. There are of course trains that are something in between regional and inter-city, like the Oresundtrain with stopping pattern like a train and pass prices attracting work commuters. This list describes the used for regional rail in various countries. Train categories in Europe Passenger rail terminology
4.
Hokkaido
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Hokkaido, formerly known as Ezo, Yezo, Yeso, or Yesso, is the second largest island of Japan, and the largest and northernmost prefecture. The Tsugaru Strait separates Hokkaido from Honshu, the two islands are connected by the underwater railway Seikan Tunnel. The largest city on Hokkaido is its capital, Sapporo, which is also its only ordinance-designated city, about 43 km north of Hokkaido lies Sakhalin island, Russia, whereas to its east and north-east are the disputed Kuril Islands. Hokkaido was settled by the Ainu, Nivkh, and Orok before recorded history, the Nihon Shoki, finished in 720 AD, is often said to be the first mention of Hokkaido in recorded history. According to the text, Abe no Hirafu led a navy and army to northern areas from 658 to 660 and came into contact with the Mishihase. One of the places Hirafu went to was called Watarishima, which is believed to be present-day Hokkaido. During the Nara and Heian periods, people in Hokkaido conducted trade with Dewa Province, from the Middle Ages, the people in Hokkaido began to be called Ezo. Hokkaido, formerly known as Ezochi Ezochi or Ezogashima, the Ezo mainly relied upon hunting and fishing and obtained rice and iron through trade with the Japanese. During the Muromachi period, the Japanese created a settlement at the south of the Oshima Peninsula, as more people moved to the settlement to avoid battles, disputes arose between the Japanese and the Ainu. The disputes eventually developed into a war, takeda Nobuhiro killed the Ainu leader, Koshamain, and defeated the opposition in 1457. Nobuhiros descendants became the rulers of the Matsumae-han, which was granted trading rights with the Ainu in the Azuchi-Momoyama. The Matsumae familys economy relied upon trade with the Ainu and they held authority over the south of Ezochi until the end of the Edo period in 1868. The Matsumae clan rule over the Ainu must be understood in the context of the expansion of the Japanese feudal state, medieval military leaders in northern Honshū maintained only tenuous political and cultural ties to the imperial court and its proxies, the Kamakura Shogunate and Ashikaga Shogunate. Feudal strongmen sometimes located themselves within medieval institutional order, taking shogunal titles, in fact many of the feudal strongmen were descended from Emishi military leaders who had been assimilated into Japanese society. The Matsumae clan were of Yamato descent like other ethnic Japanese people, the Emishi were conquered and integrated into the Japanese state dating back as far as the 8th century, and as result began to lose their distinctive culture and ethnicity as they became minorities. By the time the Matsumae clan ruled over the Ainu most of the Emishi were ethnically mixed, there were numerous revolts by the Ainu against feudal rule. The last large-scale resistance was Shakushains Revolt in 1669–1672, in 1789, a smaller movement, the Menashi-Kunashir Rebellion, was also crushed. After that rebellion the terms Japanese and Ainu referred to clearly distinguished groups, in 1799–1821 and 1855–1858 the Edo Shogunate took direct control over Hokkaido in response to a perceived threat from Russia
5.
Hakodate Station
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Hakodate Station is a railway station on the Hakodate Main Line in Hakodate, Hokkaido, Japan, operated by the Hokkaido Railway Company. In addition to services, the following long-distance trains serve Hakodate Station. Hakodate station first opened on 10 December 1902, the current station building was opened on 21 June 2003. Shinkansen services stop at Shin-Hakodate-Hokuto Station, approximately 18 km away from Hakodate Station since 26 March 2016, relay shuttle services using three-car 733 series electric trains operate between Hakodate and Shin-Hakodate-Hokuto Station
6.
Asahikawa Station
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Asahikawa Station is a railway station in Asahikawa, Hokkaido, Japan, operated by the Hokkaido Railway Company. Asahikawa Station is the train station for the city of Asahikawa. The station is the terminus for the following JR Hokkaido lines, hakodate Main Line Sōya Main Line Sekihoku Main Line Furano Line The station is numbered A28. The station has automated ticket machines, automated turnstiles, and a Midori no Madoguchi staffed ticket office, the Kitaca farecard cannot be used at this station. With the privatization of Japanese National Railways on 1 April 1987, the first phase of a new elevated station building opened on 10 October 2010. The entire station complex was completed in autumn 2011 List of railway stations in Japan JR Hokkaido Asahikawa Station information Ekikara Time Table - Asahikawa Station
7.
Hokkaido Railway Company
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The Hokkaido Railway Company is one of the constituent companies of Japan Railways Group, and is often referred to using its official abbreviation of JR Hokkaido. It operates intercity services in Hokkaido, Japan. The company introduced Kitaca, a smart card ticketing system, from autumn 2008, at the time of its privatization in 1987, JR Hokkaido operated 21 railway lines totalling 3,176.6 kilometres of narrow-gauge track, as well as a ferry service to Aomori. Since then, that number has dwindled to just below 2,500 kilometres, the ferry service has also been replaced by the Seikan Tunnel. Hokkaido Railways headquarters are in Chūō-ku, Sapporo and these lines have been closed by JNR in Hokkaido before April 1,1987. Wiki collection of works on Hokkaido Railway Company
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.
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
11.
Hakodate, Hokkaido
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Hakodate is a city and port located in Oshima Subprefecture, Hokkaido, Japan. It is the city of Oshima Subprefecture. As of July 31,2011, the city has an population of 279,851 with 143,221 households. The total area is 677.77 km2, the city is now the third biggest in Hokkaido after Sapporo and Asahikawa. Hakodate was Japans first city whose port was opened to trade in 1854 as a result of Convention of Kanagawa. Also, the city had been the biggest city in Hokkaido before the Great Hakodate Fire of 1934, Hakodate was founded in 1454, when Kono Kaganokami Masamichi constructed a large manor house in the Ainu fishing village of Usukeshi. There was constant low level conflict in the Oshima peninsula at the time with the Ainu as armed merchants like the Kono family established bases to trade in the region. This conflict culminated in an uprising from 1669 to 1672, led by Ainu warrior Shakushain after which the Ainu in the region were suppressed, Hakodate flourished during the Hoei period and many new temples were founded in the area. In 1779, the Tokugawa shogunate took direct control over Hakodate, merchant Takadaya Kahei, who is honoured as the founder of Hakodate port, set up trading operations, which included opening the northern Etorofu sea route to the Kuril island fisheries. He is credited with turning Hakodate from a trading outpost into a thriving city, a Hakodate magistracy was established in 1802. The port of Hakodate was surveyed by a fleet of five U. S. ships in 1854 under the conditions of the Convention of Kanagawa, as negotiated by Commodore Matthew Perry. S. A mariner in Perrys fleet died during a visit to the area and he stayed in Hakodate until 1884, during which time he documented the local natural environment, equipped the local meteorological station and ran guns to the Boshin War rebels. As one of few points of Japanese contact with the outside world, the Russian consulate included a chapel from where Nicholas of Japan is credited with introducing Eastern Orthodox Christianity to Japan in 1861. The Orthodox church is neighbored by several other historical missionary churches, including Anglican, Hakodate also played a central role in the Boshin War between the Tokugawa shogunate and the Meiji Emperor which followed Perrys opening of Japan. Shogunate rebel Enomoto Takeaki fled to Hakodate with the remnants of his navy and his handful of French advisers in winter 1868 and they formally established the Republic of Ezo on December 25. The republic tried unsuccessfully to gather international recognition to foreign legations in Hakodate, including the Americans, French, the rebels occupied Hakodates famous European-style Goryōkaku fort and used it as the centre of their defences in southern Hokkaido. Government forces defeated the secessionists in the Battle of Hakodate in 1869, military leader, Hijikata Toshizō, was one of those slain in the fighting. In 1878, Isabella Bird reported of the city in her travelogue, The streets are wide and clean
12.
Asahikawa, Hokkaido
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Asahikawa is a city in Kamikawa Subprefecture, Hokkaido, Japan. It is the capital of the subprefecture and the second-largest city in Hokkaido and it has been a core city since April 1,2000. The city is well known for the Asahiyama Zoo and Asahikawa ramen. On July 31,2011, the city had an population of 352,105, with 173,961 households. The total area is 747.6 km2, the Ainu called the Asahi River Chiu Pet meaning River of Waves, but it was misunderstood as Chup Pet meaning Sun River, and so it came to be called Asahi River in Japanese. On August 1,1922, Asahikawa was founded as Asahikawa City, as the central city in northern Hokkaido, Asahikawa has been influential in industry and commerce. There are about 130 rivers and streams including the Ishikari River and Chūbetsu River, and over 740 bridges in the city. Asahibashi, a bridge over Ishikari River, has one of the symbols of Asahikawa since its completion in 1932. Every winter, the Asahikawa Winter Festival is held on the bank of the Ishikari River, making use of Asahikawas cold climate, on January 25,1902, a weather station recorded −41 °C, the lowest temperature in Japanese history. Due to its climate and location surrounded by mountains, there are ski resorts in the outskirts of the city. Asahikawa was populated by mainland Japanese in the Meiji period as a tondenhei, Kamikawa District set up under Ishikari Province with the villages of Asahikawa, Nagayama and Kamui in 1890. 1900 Asahikawa Village becomes Asahikawa Town 1914 Asahikawa Town becomes Asahikawa-ku Asahikawa was elevated to city status in 1922, Asahikawa thrived as a military city before World War II, when the IJA 7th Division was posted there. Today, the 2nd Division of the Northern Army of the Japan Ground Self-Defense Force is headquartered in Asahikawa, Asahikawa winters are long and cold, with average monthly temperatures from December through March failing to transcend the freezing point. The city also sees an extraordinary amount of snowfall, averaging just under 7.6 m of snow per year, summers are generally warm and humid in Asahikawa, with average high temperatures in the warmest months hovering around 26 °C. Spring and fall are short and transitional in the city. Japans lowest temperature ever was recorded here, Asahikawa developed as an industrial center in Hokkaido after World War II. The city is noted for its lumber and brewing industries, as well as the production of furniture, the airport was first proposed by the Asahikawa City Council in 1955, opened in 1961, and daily flights to Tokyo started in 1970. The present terminal of Asahikawa Airport opened in 2000 and it is a second class airport, and also a single-runway regional airport
13.
Sapporo
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Sapporo is the fourth largest city in Japan by population, and the largest city on the northern Japanese island of Hokkaido. Located in Ishikari Subprefecture, it is the capital of Hokkaido Prefecture, the city is also home to Sapporo Brewery and the white chocolate biscuits called shiroi koibito. Before its establishment, the occupied by Sapporo was home to a number of indigenous Ainu settlements. In 1866, at the end of the Edo period, construction began on a canal through the area, the settlements name was taken from the Ainu language sat poro pet, and can be translated as dry, great river. As a result, it was determined that a new capital on the Ishikari Plain should be established, the plain itself provided an unusually large expanse of flat, well drained land which is relatively uncommon in the otherwise mountainous geography of Hokkaido. During 1870–1871, Kuroda Kiyotaka, vice-chairman of the Hokkaido Development Commission, as a result, Horace Capron, Secretary of Agriculture under President Ulysses S. Grant, became an oyatoi gaikokujin and was appointed as a special advisor to the commission. Construction began around Odori Park, which remains as a green ribbon of recreational land bisecting the central area of the city. The city closely followed a plan with streets at right-angles to form city blocks. Edwin Dun came to Sapporo to establish sheep and cattle ranches in 1876 and he also demonstrated pig raising and the making of butter, cheese, ham and sausage. He once went back to the US in 1883 but returned to Japan as a secretary of government. William S. Clark, who was the president of the Massachusetts Agricultural College and he taught academic subjects in science and lectured on the Bible as an ethics course, introducing Christian principles to the first entering class of the College. In 1880, the area of Sapporo was renamed as Sapporo-ku. That year the Hōheikan, a hotel and reception facility for visiting officials and it was later moved to Nakajima Park where it remains today. Two years later, with the abolition of the Kaitaku-shi, Hokkaidō was divided into three prefectures, Hakodate, Sapporo, and Nemuro, the name of the urban district in Sapporo remained Sapporo-ku, while the rest of the area in Sapporo-ku was changed to Sapporo-gun. The office building of Sapporo-ku was also located in the urban district, Sapporo, Hakodate, and Nemuro Prefectures were abolished in 1886, and Hokkaidō government office building, an American-neo-baroque-style structure with red bricks, constructed in 1888. The last squad of the Tondenhei, the soldiers pioneering Hokkaido, settled in the place where the area of Tonden in Kita-ku, Sapporo-ku administered surrounding Sapporo-gun until 1899, when the new district system was announced. After that year, Sapporo-ku was away from the control of Sapporo-gun, the ku enforced from 1899 was an autonomy which was a little bigger than towns, and smaller than cities. In Hokkaido at that time, Hakodate-ku and Otaru-ku also existed, in 1907, the Tohoku Imperial University was established in Sendai Miyagi Prefecture, and Sapporo Agricultural College was controlled by the University
14.
Temiya Line
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The Temiya Line was a local freight narrow gauge railroad in Otaru, Hokkaidō, Japan, connecting Minami-Otaru Station and Temiya Station. The line was an enterprise, originally established in the late 19th century to transport coal and marine products. The line was constructed as a part of the Horonai Railway, the first railway in Hokkaidō. Like many other Meiji period railroad enterprises, the line uses 3 ft 6 in gauge track over its 2.8 km route, in order to lower the cost of the original project. Though it was intended to extend from the seashore to the colliery at Temari-mura Kayanuma. It carried both cargo and passengers, for nearly a century, elements of service in the area, on the Temiya Line and other related lines, were discontinued in 1962, and the line formally closed in 1985. For the majority of its time in service, the line stopped at Temiya and Minami-Otaru Stations. Today, parts of the line still remain, along with signage in some places, the local Otaru Memorial Museum is caretaker of the remains, and proposals to revive the line have been discussed. This articles contents are derived from those on the article on the Japanese Wikipedia
15.
Chitose Line
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There also is a branch line to New Chitose Airport. The line forms part of the route between Sapporo and southern Hokkaido. As such, Super Hokuto and Hokuto limited express trains run between Sapporo and Hakodate once every 1 to 2 hours, as well as the Suzuran between Sapporo and Muroran, the section between Sapporo and Minami-Chitose is also a part of the trunk route between Sapporo and eastern Hokkaido. The limited express trains Super Ōzora and Super Tokachi run through, the rapid train Airport runs once every 15 minutes, functioning as the airport rail link between New Chitose Airport Station and Sapporo or Otaru. Since the Chitose Line goes through the most urbanized area in Hokkaido, there were sleeper trains between Honshu and Hokkaido, such as the Hokutosei, Cassiopeia, Twilight Express, and Hamanasu. L, Local A, Rapid Airport All the trains stop at stations signed +,721 series EMUs 731 series EMUs 733 series EMUs 735 series EMUs The entire line opened on 21 August 1926. The Chitose-Eniwa section was double-tracked in September 1965, and extended to Kitahiroshima in September 1966, the Chitose-Uenae section was double-tracked in 1968, and extended to Numanohata in 1969. The Shiraishi-Kitahiroshima section was double-tracked in 1973, completing the work to double-track the line, Chitose Station and its approaches were elevated in 1980, and the line was electrified in association with the opening of the nearby Chitose airport. The Minami-chitose—Chitose Airport branch opened as a line in 1992. Hakodate Main Line Muroran Main Line Airport rail link List of railway lines in Japan JR Hokkaido official website
16.
Muroran Main Line
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There also is a branch line within Muroran, between Higashi-muroran and Muroran Station. The 28.7 km section between Shiraoi and Numanohata is the longest straight railway section in Japan, block system, Automatic The section between Oshamambe and Numanohata is the part of the main link route between Sapporo and Hakodate. As such, the express trains Super Hokuto and Hokuto run between two cities once per 1 to 2 hours, as well as Suzuran between Sapporo and Muroran. The last section was once an important freight route, but became a local line after coal mines closed. Prior to the opening of the Hokkaido Shinkansen, there were also sleeping car trains between Honshu and Hokkaido, such as the Hokutosei, Cassiopeia, Twilight Express, and Hamanasu, the line was built to link coal mines in the Iwamizawa-Asahikawa region and Muroran Port. The line was extended to the current Muroran in 1897, the Japanese Government nationalised the Hokkaido Colliery Railway in 1906, and the Higashi-Muroran - Muroran section was double-tracked in 1910. The section between Oshamambe and Higashi-Muroran was opened between 1923-28 as the Osawa Line by the Imperial Japanese Government Railways, which became the Japanese National Railways. The line was built to bypass the section of the Hakodate Main Line. The two lines were merged into one in 1931, and renamed the Muroran Main Line, with the Higashi-Muroran - Muroran section becoming known as the branchline, in 1935, a rail motor service was established on the branchline. Initially, the line mainly functioned as a freight line, however, with the reduction in coal being mined, from the 1960s the lines main traffic shifted to passengers. At present, all the intercity trains between Sapporo and Hakodate operate over the Chitose and Muroran lines to Oshamambe, bypassing the north section of the Hakodate Main Line route. The last steam locomotive hauled regular service ran between Iwamizawa and Muroran in 1975, growing coal traffic on the Iwamizawa - Muroran section resulted in the double-tracking of the 101 km Higashi-Muroran - Mikawa section in stages between 1920 and 1958. The 7 km Iwamizawa - Shibun section was double-tracked in 1961, the 9 km Yuni - Kurioka section was doubled between 1968 and 1969, but the 4 km Kuriyama - Kurioka section became single track in 1990 as a result of the collapse of a tunnel. The 42 km Oshamambe - Toya section was double-tracked between 1964 and 1975, involving the construction of ten new tunnels and realignments that reduced the length by 1.7 km. Several of the abandoned single-track tunnels can be seen in this section.8 km, the Numanohata - Muroran section was electrified in 1980 in conjunction with the electrification of the Chitose Line to Sapporo. Toya station - A9 km private line electrified at 600 V DC connected to Toyako, Date Monbetsu station - The Ibura line from Kutchan on the Hakodate Main Line was extended to Date Monbetsu between 1940 and 1941, and closed in 1986. Noboribetsu station - In 1915, a 762 mm gauge line opened to an onsen hot spring resort 9 km away. A steam locomotive was introduced in 1918, halving the time to 1 hour
17.
Oshamambe Station
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Oshamambe Station is a railway station in Oshamambe, Hokkaido, Japan, operated by Hokkaido Railway Company. Oshamambe Station is served by the Hakodate Main Line from Hakodate to Asahikawa, the station is also planned to become a station on the 2nd phase of the Hokkaido Shinkansen that is scheduled to open in 2031. The first phase to Shin-Hakodate-Hokuto opened in 2016, the station consists of two ground-level island platforms serving four tracks. Super Hokuto Cassiopeia The station opened on 3 November 1903, with the privatization of Japanese National Railways on 1 April 1987, the station came under the control of JR Hokkaido
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Hokuto (train)
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The Hokuto and Super Hokuto are limited express train services between Sapporo and Hakodate in Hokkaido operated by Hokkaido Railway Company. The journey time of the Super Hokuto is approximately 3 hours, Super Hokuto services started on 1 March 1994, and cut journey time by about 30 minutes due to the higher speeds through the many curves of the line between Sapporo and Hakodate. The Hokuto is operated by KiHa 183 series DMUs, the Super Hokuto is operated by KiHa 281 and KiHa 283 series tilting DMUs. JR Hokkaido KiHa 281/283 Super Hokuto train information
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Higashi-Muroran Station
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Higashi-Muroran Station is a railway station on the Muroran Main Line in Muroran, Hokkaido, Japan, operated by Hokkaido Railway Company. Higashi-Muroran Station is served by the Muroran Main Line, and also forms the point of the Muroran Main Line Branch to Muroran. The station has two platforms serving four tracks. Super Hokuto Suzuran Cassiopeia The station opened on 1 August 1892, with the privatization of Japanese National Railways on 1 April 1987, the station came under the control of JR Hokkaido. Muroran police station Higashi-Muroran Post office List of railway stations in Japan Station map
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Kamui (train)
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The Kamui is a limited express train service operated by Hokkaido Railway Company since 2007 on the Hakodate Main Line, connecting Sapporo and Asahikawa in Hokkaido, Japan. Services run every 30 minutes, with a time of 1 hour and 20 minutes for the 136.8 km between Sapporo and Asahikawa, giving an average start-to-stop speed of 102.6 km/h. Services departing from Asahikawa on the hour continue onward from Sapporo to New Chitose Airport as the Airport rapid service, Services stop at the following stations. Sapporo Iwamizawa Bibai Sunagawa Takikawa Fukagawa Asahikawa Services are formed of five-car 789-1000 series EMUs, all seats are non-reserved, except for car 4, which has upgraded u-Seat accommodation, including AC outlets for personal use. Trains are formed as shown below, with car 1 at the Asahikawa end, the original Kamui service started on 22 September 1959, as a semi express service operating between Otaru and Asahikawa. From 1961, KiHa 56 express diesel multiple unit trains were introduced, following electrification of the route,711 series three-car EMUs were introduced on the Kamui 3 and 4 services from October 1968. From 1 October 1969, these were increased to six-car formations, typical 711 series EMU Kamui express formations were formed as shown below as of 1 October 1969, with car 1 at the Asahikawa end. From 15 March 1972, the number of Kamui services was increased from seven return workings to ten return workings daily, Kamui services were discontinued from 13 March 1988, when they were integrated with Sorachi express services. The Super Kamui service commenced on 1 October 2007, prior to this, two limited express trains, the Lilac and the Super White Arrow, ran on the same route between Sapporo and Asahikawa. These were integrated and remodeled into one service at the time as the ageing 781 series EMUs previously used on Lilac services were withdrawn. On 29 January 2010, the Super Kamui 24 service from Asahikawa to Sapporo was derailed after hitting a truck at a crossing on the Hakodate Main Line between Fukugawa and Moseushi. 23 passengers, the driver, and the truck driver sustained minor injuries. The five-car 789-1000 series set involved, HL-1005, was out of service due to damage
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Lilac (train)
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The Lilac is a limited express train service operated by Hokkaido Railway Company between Sapporo and Asahikawa in Hokkaido via the Hakodate Main Line since 4 March 2017. The Lilac train service name was formerly used for express and limited express services operated by Japanese National Railways. Services are normally formed of six-car 789 series electric multiple unit trains, up until 2007, Lilac services were normally formed of 4-car 781 series EMUs based at Sapporo. All cars were non-reserved except for car 4, the Lilac was first introduced on 1 June 1963 as an express service operating between Hakodate and Sapporo via Otaru. This service was discontinued from 1 October 1968 when it was merged with the Niseko express, from 1 July 1992, with the opening of New Chitose Airport, Lilac services were changed to operate between New Chitose Airport and Asahikawa via Sapporo, where trains reversed. Between Sapporo and New Chitose Airport, trains operated as the Airport rapid service, at the same time, the services to Mururan were split off to become the Suzuran limited express. The Lilac services supplemented the Super White Arrow services between Sapporo and Asahikawa, which stopped at fewer stations, the Lilac services operated hourly, departing from Sapporo and Asahikawa at 30 minutes past the hour, taking 1 hour 30 minutes. Trains were repainted from the original JNR livery into a new livery based on that of the Super Tokachi between February 1992 and March 1993, improved u-Seat reserved seating accommodation was added to half of car 4 between March and June 2001. These services complement the Kamui services using five-car 789-1000 series EMUs
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Sarobetsu (train)
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The Sarobetsu is a limited express train service between Sapporo and Wakkanai in Hokkaido, Japan, which is operated by Hokkaido Railway Company. One train per day operates in each direction, with the journey taking approximately five, the train operates over the same route as the Super Sōya, but stops at more stations and takes 20-30 minutes longer. Up until 2007, an additional Japanese-style seating car was attached to the train during busy seasons, the Sarobetsu service was suspended, as the same type of train used for the service was involved in a fire on the Hakodate Main Line in July 2013. The service was supposed to resume the following month, but was delayed due to the accident investigation, the suspension ended on March 31,2014. In the meantime, a rapid train service replaced the Sarobetsu. Sarobetsu information on JR Hokkaido official website
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Okhotsk (train)
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The Okhotsk is a limited express train service in Japan operated by the Hokkaido Railway Company, which runs between Sapporo and Abashiri. As of March 2012, there are four services per day running in both directions, with the time taking approximately 5 hours 30 minutes. Trains operate at a speed of 110 km/h. It is named after the Sea of Okhotsk, Okhotsk services are normally formed of 4-car KiHa 183 series diesel multiple unit trains as shown below, with car 1 at the Sapporo and Abashiri end. From July 1960, services were extended to Sapporo, and ran coupled with Sōya semi express services over the Hakodate Main Line. From the start of the timetable in October 1961, services were upgraded to Express status. From the start of the timetable on 2 October 1972, services were upgraded to Limited express status. From the start of the timetable in November 1986, the KiHa 80 series rolling stock was replaced with KiHa 183 series 6-car DMUs. From 1992, the former Taisetsu express overnight sleeper service was integrated with the Okhotsk, from March 2006, this became a seasonal-only train, and the overnight service was discontinued entirely from 16 March 2008. JR Hokkaido operates seasonal SL Okhotsk services formed of 14 series passenger coaches hauled by a JNR Class C11 steam locomotive and assisted by a JNR Class DE15 diesel locomotive
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Abashiri Station
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Abashiri Station is a railway station in Abashiri, Hokkaido, Japan, operated by the Hokkaido Railway Company, located. It is the railway station in the city. Abashiri Station comes first in an alphabetical list of Japanese railway stations, Abashiri Station is served by the Sekihoku Main Line from Shin-Asahikawa, and the Senmō Main Line from Higashi-Kushiro. Okhotsk limited express and Shiretoko rapid services terminate at this station, the Yūmō Line formerly diverged from here, but the line was closed on March 19,1987. The station consists of one side platforms and one platform serving two tracks. There is an office, automatic ticket machines, and a travel centre. Abashiri Station is unusual in having the name sign at the entrance to the building written vertically instead of horizontally. This was intended to ensure that released from nearby Abashiri Prison. Abashiri Bus, Abashiri Kōtsū Bus, Akan Bus, Shari Bus, the tourist information centre in Abashiri Station handles tickets for tour buses. The bus stop for services to Higashi Mokoto does not have a number, Hokkaidō Chūō Bus, Hokkaidō Kitami Bus and Abashiri Bus operate services from Abashiri Bus Terminal to Sapporo. October 5,1912, Abashiri Station was opened by the National Railway Authority, september 15,1927, The Railways Ministry opened the Senmō Line. December 1,1932, The station moved to its present location, october 10,1935, The Yūmō Main Line opened. February 1,1984, Freight services to Abashiri were discontinued, March 20,1987, The Yūmō Line closed. April 1,1987, Abashiri Station was transferred to JR Hokkaido following privatization of Japanese National Railways
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Hokutosei
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It was operated jointly by East Japan Railway Company and Hokkaido Railway Company from March 1988. The service became a service from the 14 March 2015 timetable revision. Going from Ueno to Sapporo, trains called at Ōmiya, Utsunomiya Station, Kōriyama, Fukushima, one train made additional stops at Ichinoseki and Morioka. The first stop in Hokkaido was at Hakodate, with arrival in Sapporo around five hours later, the Tsugaru-Kaikyō Line consists of the Tsugaru Line, Kaikyō Line, Esashi Line, and Hakodate Main Line. The Hokutosei consisted of type A and type B accommodation, users of the Japan Rail Pass were waived the basic track fare, however the limited express fare and accommodations fare still applied. Type A compartments were larger and had more amenities than their type B counterparts, there were two types of type A compartments, Royal and Twin Deluxe. Royal rooms were single-person private compartments, although they could be used by two people with the use of a supplementary bed, there were two Royal rooms in each of cars 9 and 10. Twin Deluxe rooms were private rooms, all eight of which were located in car 8. Type B compartments were smaller and less expensive than type A compartments, there were three types of type B compartments, Duet, Solo, and Two-level Type B. All type B compartments carried a fare of ¥6,300 per person. Duet compartments were private two-person compartments, there were both upper-level and lower-level types. Solo compartments were private single-person compartments, as with Duet compartments, there were both upper-level and lower-level types. Two-level Type B couchettes had four beds which could be enclosed with a curtain. While normally used by travelers, there were also B Compartments. The Hokutoseis dining car, called the Grand Chariot, served various foods, the availability of foods in the Grand Chariot depended on whether it was the predesignated Dinner Time, Pub Time, or Morning Time. French or Japanese cuisine was served during Dinner Time, passengers who wished to have either course had to make a dinner reservation at a Midori no Madoguchi ticket office up to three days prior to departure. An announcement sounded at the conclusion of Dinner Time, after which Pub Time began, during Pub Time the dining car opened to all passengers and various à la carte meals, snacks, and beverages were available for purchase. Last order was at 10,30 pm, and the car closed at 11,00 pm, during Morning Time, breakfast was served from 6,30 am
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Cassiopeia (train)
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The Cassiopeia was a luxury overnight limited express train service in Japan, operated by East Japan Railway Company from July 1999 until March 2016. It ran between Ueno Station in Tokyo and the city of Sapporo in the island of Hokkaido. The one-way journey took approximately 16½ hours, northbound trains to Sapporo departed from Ueno after 16,00, and called at Ōmiya, Utsunomiya, Kōriyama, Fukushima, Sendai, Ichinoseki, and Morioka. The first stop in Hokkaido was at Hakodate at 05,00 the following day, with arrival in Sapporo around 09,30. Southbound trains to Ueno departed from Sapporo after 16,00, the first stop after leaving Hokkaido was at Sendai, around 04,30 the following day, trains departed three times per week, with more departures during holiday periods. The train was formed of twelve E26 series sleeping cars, including a car at the Sapporo end. Prior to June 2010, the services were hauled by JR East Class EF81 dual-voltage electric locomotives, the Cassiopeia consisted of all type A accommodation, all specific to this particular train. A flat fee was charged for all rooms, regardless of starting or ending location, accommodation rates ranged from about ¥27,000 for a Cassiopeia Twin room to ¥51,000 for a Cassiopeia Suite. The other fares, the fare and limited express fare, were based on distance. For tourists using the Japan Rail Pass, the basic fare did not have to be paid, however, there was a charge of about ¥5,500 each way for travelling on a section of railroad not owned by Japan Railways between Morioka and Aomori. The Cassiopeia service first ran on 16 July 1999, from the start of the revised timetable on 17 March 2012, smoking was banned in the restaurant car of Cassiopeia services. The last scheduled Cassiopeia services were discontinued in March 2016 ahead of the opening of the Hokkaido Shinkansen high-speed line. The last down service departed from Ueno Station in Tokyo on 19 March 2016, the coaches are also used on cruise train services to other destinations within the JR East region
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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
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Twilight Express
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The Twilight Express was a limited express sleeping car train service operated by West Japan Railway Company in Japan from 1989 until March 2015. It ran between the city of Sapporo on the island of Hokkaido and Osaka in south-western Honshu. From May 2015 until March 2016, the train operated as a luxury cruise train between Osaka and Shimonoseki in western Japan. Trains for Sapporo departed Osaka at 11,50, calling at Shin-Osaka, Kyoto, Tsuruga, Fukui, Kanazawa, Takaoka, Toyama, Naoetsu, the first stop in Hokkaido was at Tōya at 07,18. The train then made four more stops before arriving at Sapporo at 09,52, the same stops were made in the reverse, with the Twilight Express departing Sapporo at 14,05 and making its final pickup at Tōya at 16,33. The first stop at Niitsu was made at 04,33, with the train eventually making its way to Kyoto at 12,15, the Twilight Express consisted of type A and B accommodations, all specific to this particular train. A flat fee was charged for all berths, regardless of starting or ending location, the other fares, the basic fare and limited express fare, were based on distance. For tourists using the Japan Rail Pass, the basic fare did not have to be paid, although the limited express fare, trains departed several times per week, with more departures during holiday periods. The Nihonkai train made daily runs between Osaka and Aomori, with ongoing connections to Sapporo. From 16 May 2015, the became a luxury cruise train operating on a weekly basis between Osaka and Shimonoseki in the west of Japan, taking approximately 29 hours for the 829 km journey. This service operated until March 2016, the original charter train formation operating from 21 July 1989 was as follows. The view from inside the suite in car 8 was obstructed by the adjacent generator van. From 2 December 1989, trains were formed as follows, from 20 July 1990, trains were lengthened to nine cars, and formed as shown below. From May 2015, the formation was used for cruise train services. The OHaNeFu 25 car was not used by passengers on these services, locomotive number EF81104 was also formerly used on Twilight Express services, but was withdrawn in 2013. As of October 2014, three 9-car 24 series trainsets were used on Twilight Express services, formed as follows, the former coach numbers and conversion dates are shown below the current running numbers. Four generator vans, numbered KaNi 2410,12,13, the train timetable as of March 2011 was as follows. For the Osaka departure to Sapporo, read down, for the Sapporo departure to Osaka, read up
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Hamanasu (train)
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The journey took approximately seven and a half hours. Following the withdrawal of the Ginga overnight express service between Tokyo and Osaka in 2008, the Hamanasu became the only locomotive-hauled express service in Japan, the service was discontinued in March 2016. The train was formed of 14 and 24 series seating cars and sleeping cars based at JR Hokkaidos Sapporo Depot, the train was hauled by a JR Hokkaido Hakodate-based ED79 AC electric locomotive between Aomori and Hakodate, and by a Hakodate-based DD51 diesel locomotive between Hakodate and Sapporo. The typical formation in 2010 was as follows, suHaNeFu 14-550 OHaNe 24-500 SuHaFu 14-550 OHa 14-500 OHa 14-500 OHa 14-500 SuHaFu 14-500 The Dream cars used reclining seats from former Green cars. The Hamanasu was introduced on 1 June 1955 as a semi-express operating between Hakodate and Abashiri via Sapporo, from 1 October 1961, this was upgraded to Express status as a service operating between Sapporo and Abashiri. This operated until 30 September 1968, when the services were integrated with the Taisetsu express services, the Hamanasu name was revived from 13 March 1988 for use on overnight express services between Aomori and Sapporo following the opening of the Seikan Tunnel. Initially, the train consisted of five 14 series seating cars only, from March 1997, a Nobinobi Carpet sleeping car was also added. The last Hamanasu services were discontinued in March 2016 ahead of the opening of the Hokkaido Shinkansen high-speed line, the last up service departed from Sapporo Station on 20 March 2016, and the last down service departed from Aomori on 21 March, arriving at Sapporo on 22 March. Blue Train JR Hokkaido train guide
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Hakodate Transportation Bureau
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The Hakodate Transportation Bureau is a public transportation authority of Hakodate, Japan. The bureau only operates tram lines and it once operated bus lines as well, but went out from the division later in 2003. Kikan Horsecar Railway, a horsecar operator, opened Hakodates first tram line in 1897. It became a tram network later in 1913. After the operators changed for a few times, in 1943, there once were 6 lines with 12 routes, spanning the total distance of 17.9 km. However, with a declining ridership, they closed the parts of the network in 1978,1992, the current network consists of 4 lines with 2 routes, the total distance 10.9 km. The tram lines accept Ikasu Card, a prepaid card. Lines, Officially, there are four lines, cars come once per 20 minutes after 7 p. m. List of light-rail transit systems Sapporo City Transportation Bureau Official website Network map
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Nanae, Hokkaido
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Nanae is a town located in Kameda District, Oshima Subprefecture, Hokkaido, Japan. In 2009, the town had an population of 28,930. The total area is 216.61 km², Nanae is at the southern end of the Oshima Peninsula, about 16 km away from Hakodate. The name of Nanae is derived from two villages, Nanae and Iida. Highest mountain, Hokkaidō Koma-ga-take 1133m, a stratovolcano 1897 Nanae village,1902 Nanae village was merged with neighboring villages and became a Second Class Village. 1957 Nanae village became Nanae town. com https, //www. youtube. com/user/masshokkaido
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Shin-Hakodate-Hokuto Station
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Shin-Hakodate-Hokuto Station is a railway station on the Hakodate Main Line in Hokuto, Hokkaido, Japan, operated by the Hokkaido Railway Company. The station – rebuilt and very extensively enlarged to serve from March 2016 as the terminal of the new Hokkaido Shinkansen – occupies the site of the former Oshima-Ōno Station. The station, which is numbered H70, is served by trains operating on the Hakodate Main Line, the station opened on 10 December 1902, named Hongō Station. It was renamed Oshima-Ōno on 1 April 1942, with the privatization of JNR on 1 April 1987, the station came under the control of JR Hokkaido. The station has been rebuilt and renamed Shin-Hakodate-Hokuto Station, becoming a stop on the Hokkaido Shinkansen high-speed line, relay shuttle services using three-car 733 series electric trains operate to and from the centrally-located Hakodate Station. The rebuilt station features large windows and white support pillars modeled after poplar trees near the local Trappist monastery, ticket vending machines are located on the second floor of the structure. The inside uses a number of locally sourced cedar lumber. The Hokkaido Shinkansen, connecting Honshu, Japans main island, to the island of Hokkaido commenced service on 26 March 2016. Due to the extension to Sapporo, the Oshima-Ōno Station at Hokuto, Hokkaido, has been upgraded into the New Hakodate-Hokuto Station. The extension of the Hokkaido Shinkansen to Sapporo is scheduled to commence operation in 2031
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Mori, Hokkaido
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Mori is a town located in Kayabe District, Oshima Subprefecture, Hokkaido, Japan. The total area of the town is 368.27 square kilometres, as of September 2016, the town had a population of 16,299 and a population density of 44 persons per km². Mount Komagatake, a volcano, is located to the east of Mori. Mori is the home of ikameshi, a squid and rice dish invented in the mid-20th century, the name of the town originates from the word Oniushi, meaning a forested area in the Ainu language. In the Japanese language the name of the town is written as 森, the suffix 町, denoting town status in Japan, is pronounced as -chō in every municipality of Hokkaido with the exception of Mori, where it is read as -machi. Mori sits on the eastern coast of the Oshima Peninsula and overlooks Uchiura Bay, the bay, also known as Funka Bay, is rich in squid and is the site of scallop aquaculture, both a mainstay of the town economy. Much of the town of Mori is mountainous or hilly, Hokkaidō Komagatake 1,131 metres is an active andesitic stratovolcano on the east of Mori where the town borders the nearby municipalities of Shikabe and Nanae. Major eruptions of Komagatake are recorded as early as 1640, Mount Gujin sits to the west. Volcanic ash from Komagatake covers the town and provides a rich soil for vegetable cultivation, Mori is crossed by several small rivers, including the Torizaki River, Oshironai River, Katsura River, Nigori River, Shukunobe River, and the 茂無部川. Mori, along with the town of Nanae, shares a coastline on Lake Ōnuma, Ōnuma, connected to Lake Konuma in Nanae, is technically a shallow pond. Ōnuma and Konuma, which sit at the foot of Mount Komagatake, were created when mudflows from an eruption of the mountain dammed the Orito River. Komagatake, as well as Ōnuma and Konuma, are protected as part of Ōnuma Quasi-National Park, the park is home to alpine plant species such as iwabukuro, a flowering plant of the Scrophulariaceae family, and urajirotade, a flowering plant of the Polygonaceae family. The middle reaches of Komagatake is home to stands of trees, including mineyanagi, a species of willow, doronoki, a Populus species, birches, and mizunara. Ōnuma is home to watershields, carp, and wakasagi, a species of smelt used in Japanese cuisine, the coast of Uchiura Bay forms the northern border of Mori. The town is bordered by five other municipalities by land, Hokuto and Nanae make up the broad southern border, Shikabe. Mori shares a border with Assabu to the southwest, high in the Oshima Mountain Range, the town was settled by the Japanese in the 15th century. The settlement, like other coastal areas of Hokkaido, was established as a Pacific herring fishing base. Fishermen operating out of Hakodate noted the richness of herring in the Mori area, the base became the village of Washinoki, and was administered as part of Hakodate
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JR Hokkaido
South Hokkaido Railway
Hokkaido Shinkansen
JR Hokkaido lines
Sapporo Municipal Subway
