1.
JR-West
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West Japan Railway Company, also referred to as JR-West, is one of the Japan Railways Group companies and operates in western Honshu. It has its headquarters in Kita-ku, Osaka, Hokuriku Shinkansen Sanyo Shinkansen Hakata Minami Line JR-Wests highest-grossing line is the Sanyo Shinkansen high-speed rail line between Osaka and Fukuoka. The Sanyo Shinkansen alone accounts for about 40% of JR-Wests passenger revenues, the company also operates Hakata Minami Line, a short commuter line with Shinkansen trains in Fukuoka. The Urban Network is JR-Wests name for its rail lines in the Osaka-Kobe-Kyoto metropolitan area. These lines together comprise 610 km of track, have 245 stations, Urban Network stations are equipped to handle ICOCA fare cards. Train control on these lines is highly automated, and during peak hours trains run as often as two minutes. JR-Wests Urban Network competes with a number of commuter rail operators around Osaka, the Big 4 being Hankyu Railway/Hanshin Railway, Keihan Railway, Kintetsu. JR-Wests market share in the region is roughly equal to that of the Big 4 put together, largely due to its comprehensive network and those in italics are announcement names. These lines mainly handle business and leisure travel between cities and rural areas in western Japan. They account for about 20% of the companys passenger revenues, fukuchiyama Line Includes JR Takarazuka Line. Hakubi Line Hokuriku Main Line Includes Biwako Line, honshi-Bisan Line, Chayamachi — Kojima Nicknamed Seto-Ōhashi Line Kansai Main Line, Kameyama — JR Namba Includes Yamatoji Line. Kisei Main Line, Shingū — Wakayamashi Includes Kinokuni Line, sanin Main Line Includes Sagano Line. Sanyō Main Line, Kobe — Shimonoseki, Hyōgo — Wadamisaki, takayama Main Line, Inotani — Toyama Tōkaidō Main Line, Maibara — Kobe Includes Biwako Line, JR Kyoto Line, and JR Kobe Line. Initially, it was a wholly owned subsidiary of the JNR Settlement Corporation, for the first four years of its existence, JR-West leased its highest-revenue line, the Sanyō Shinkansen, from the separate Shinkansen Holding Corporation. JR-West purchased the line in October 1991 at a cost of 974.1 billion JPY in long-term payable debt, JNRSC sold 68. 3% of JR-West in an initial public offering on the Tokyo Stock Exchange in October 1996. JRTT offered all of its shares in JR-West to the public in an international IPO in 2004, JR-West is now listed on the Tokyo Stock Exchange, Nagoya Stock Exchange, Osaka Securities Exchange and the Fukuoka Stock Exchange
2.
Kishin Line
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Kishin Line is a railway line operated by West Japan Railway Company between Himeji, Hyōgo and Niimi, Okayama, Japan. S, Trains stop s, Some trains stop ｜, Trains pass New KiHa 122, journey times were reduced from spring 2010 after the entire fleet of new trains had been delivered. The first section of the line opened was from Tsuyama to the north in 1923, the section from Himeji opened in stages from 1930, and the line was completed in 1936. CTC signalling was commissioned in 1986, and freight services ceased the following year
3.
Prime mover (locomotive)
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In engineering, a prime mover is an engine that converts fuel to useful work. In locomotives, the mover is thus the source of power for its propulsion. Generally it is any locomotive powered by a combustion engine. In an engine-generator set, the engine is the prime mover, in a diesel-mechanical locomotive, the prime mover is the diesel engine that is mechanically coupled to the driving wheels. The prime mover can also be a gas turbine instead of a diesel engine, in either case, the generator, traction motors and interconnecting apparatus are considered to be the power transmission system and not part of the prime mover. A wired-electric or battery-electric locomotive has no prime mover, instead relying on an external power station. The engine and generator set of a locomotive are sometimes coupled as a removable unit called the power unit
4.
HVAC
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Heating, ventilation and air conditioning is the technology of indoor and vehicular environmental comfort. Its goal is to provide comfort and acceptable indoor air quality. HVAC system design is a subdiscipline of mechanical engineering, based on the principles of thermodynamics, fluid mechanics, Refrigeration is sometimes added to the fields abbreviation as HVAC&R or HVACR, or ventilating is dropped as in HACR. Ventilation removes unpleasant smells and excessive moisture, introduces outside air, keeps interior building air circulating, ventilation includes both the exchange of air to the outside as well as circulation of air within the building. It is one of the most important factors for maintaining acceptable indoor air quality in buildings, methods for ventilating a building may be divided into mechanical/forced and natural types. HVAC systems can be used in domestic and commercial environments. HVAC systems can provide ventilation, reduce air infiltration, and maintain pressure relationships between spaces, the means of air delivery and removal from spaces is known as room air distribution. In modern buildings the design, installation, and control systems of functions are integrated into one or more HVAC systems. For very small buildings, contractors normally estimate the capacity, engineer, for larger buildings, building service designers, mechanical engineers, or building services engineers analyze, design, and specify the HVAC systems. Specialty mechanical contractors then fabricate and commission the systems, Building permits and code-compliance inspections of the installations are normally required for all sizes of building. HVAC is based on inventions and discoveries made by Nikolay Lvov, Michael Faraday, Willis Carrier, Edwin Ruud, Reuben Trane, James Joule, William Rankine, Sadi Carnot, heaters are appliances whose purpose is to generate heat for the building. This can be done via central heating, such a system contains a boiler, furnace, or heat pump to heat water, steam, or air in a central location such as a furnace room in a home, or a mechanical room in a large building. The heat can be transferred by convection, conduction, or radiation, heaters exist for various types of fuel, including solid fuels, liquids, and gases. Another type of source is electricity, normally heating ribbons composed of high resistance wire. This principle is used for baseboard heaters and portable heaters. Electrical heaters are used as backup or supplemental heat for heat pump systems. The heat pump gained popularity in the 1950s in Japan and the United States, heat pumps can extract heat from various sources, such as environmental air, exhaust air from a building, or from the ground. In the case of heated water or steam, piping is used to transport the heat to the rooms, most modern hot water boiler heating systems have a circulator, which is a pump, to move hot water through the distribution system
5.
Bogie
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A bogie is a chassis or framework carrying wheels, attached to a vehicle, thus serving as a modular subassembly of wheels and axles. Bogies take various forms in various modes of transport, while bogie is the preferred spelling and first-listed variant in various dictionaries, bogey and bogy are also used. A bogie in the UK, or a truck, wheel truck. In Indian English, bogie may also refer to a railway carriage. In South Africa, the bogie is often alternatively used to refer to a freight or goods wagon. The first standard gauge British railway to build coaches with bogies, an alternate configuration often is used in articulated vehicles, which places the bogies under the connection between the carriages or wagons. Most bogies have two axles, but some cars designed for heavy loads have more axles per bogie, heavy-duty cars may have more than two bogies using span bolsters to equalize the load and connect the bogies to the cars. Suspension to absorb shocks between the frame and the rail vehicle body, Common types are coil springs, or rubber airbags. At least one wheelset, composed of an axle with bearings and a wheel at each end The bolster, the railway car is supported at the pivot point on the bolster. Axle box suspensions absorb shocks between the bearings and the bogie frame. The axle box suspension usually consists of a spring between the frame and axle bearings to permit up-and-down movement, and sliders to prevent lateral movement. A more modern design uses solid rubber springs, brake equipment, Two main types are used, brake shoes that are pressed against the tread of the wheel, and disc brakes and pads. More modern, bolsterless bogie designs omit these features, instead taking advantage of the movement of the suspension to permit rotational movement. The Commonwealth bogie, manufactured by the English Steel Corporation under licence from the Commonwealth Steel Company in Illinois, fitted with SKF or Timken bearings, it was introduced in the late 1950s for all BR Mark 1 vehicles. It was a heavy, cast-steel design weighing about 6.5 long tons, with sealed roller bearings on the axle ends, the leaf springs were replaced by coil springs running vertically rather than horizontally. The advanced design gave a better quality than the BR1. The side frame of the bogie was usually of bar construction, with simple horn guides attached, the axle boxes had a cast-steel equaliser beam or bar resting on them. The bar had two steel coil springs placed on it and the bogie frame rested on the springs, the effect was to allow the bar to act as a compensating lever between the two axles and to use both springs to soften shocks from either axle
6.
Railway brake
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Brakes are used on the cars of railway trains to enable deceleration, control acceleration or to keep them standing when parked. Clasp brakes are one type of historically used on trains. In the earliest days of railways, braking technology was primitive, some railways fitted a special deep-noted brake whistle to locomotives to indicate to the porters the necessity to apply the brakes. All the brakes at this stage of development were applied by operation of a screw and linkage to brake blocks applied to wheel treads, and it was also unreliable, as the application of brakes by guards depended upon them hearing and responding quickly to a whistle for brakes. This had become apparent from the trials on railway brakes carried out at Newark in the previous year, the chief types of solution were, The chain brake, such as the Heberlein brake, in which a chain was connected continuously along the train. As with car brakes, actuating pressure to apply brakes was transmitted hydraulically and these found some favor in the UK, but even in the UK problems were found with the water used as brake fluid freezing The Westinghouse air brake system. The Westinghouse system uses smaller air reservoirs and brake cylinders than the vacuum equipment. An ejector on the created a vacuum in a continuous pipe along the train. This system was very cheap and effective, but it had the weakness that it became inoperative if the train became divided or if the train pipe was ruptured. This system was similar to the vacuum system, except that the creation of vacuum in the train pipe exhausted vacuum reservoirs on every vehicle. If the driver applied the brake, his drivers brake valve admitted atmospheric air to the pipe. Being an automatic brake, this system applies braking effort if the train divided or if the train pipe is ruptured. Its disadvantage is that the vacuum reservoirs were required on every vehicle, and their bulk. Note, there are a number of variants and developments of all these systems, the Newark trials showed the braking performance of the Westinghouse air-brakes to be distinctly superior but for other reasons it was the vacuum system that was generally adopted on UK railways. Goods and mineral vehicles were provided with hand brakes by which the brakes could be applied by a lever operated by staff on the ground. Early goods vehicles had brake handles on one side only and random alignment of the vehicles gave the guard sufficient braking but, from about 1930 and these trains, not fitted with continuous brakes were described as unfitted trains and they survived in British practice until about 1985. By 1952 only 14% of open wagons, 55% of covered, in the early days of diesel locomotives, a purpose-built brake tender was attached to the locomotive to increase braking effort when hauling unfitted trains. The brake tender was low, so that the driver could see the line and signals ahead if the brake tender was propelled ahead of the locomotive
7.
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
8.
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
9.
Diesel multiple unit
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A diesel multiple unit or DMU is a multiple-unit train powered by on-board diesel engines. A DMU requires no separate locomotive, as the engines are incorporated into one or more of the carriages and they may also be referred to as a railcar or railmotor, depending on country. Diesel-powered units may be classified by their transmission type, diesel-electric. The diesel engine may be located above the frame in a bay or under the floor. Driving controls can be at both ends, on one end, or none, DMUs are usually classified by the method of transmitting motive power to their wheels. In a diesel-mechanical multiple unit the rotating energy of the engine is transmitted via a gearbox and driveshaft directly to the wheels of the train, like a car. The transmissions can be shifted manually by the driver, as in the majority of first-generation British Rail DMUs. In a diesel-hydraulic multiple unit, a torque converter, a type of fluid coupling. Some units feature a mix of hydraulic and mechanical transmissions, usually reverting to the latter at higher operating speeds as this decreases engine RPM. In a diesel-electric multiple unit a diesel engine drives a generator or an alternator which produces electrical energy. The generated current is fed to electric traction motors on the wheels or bogies in the same way as a conventional diesel electric locomotive. In modern DEMUs, such as the Bombardier Voyager family, each car is entirely self-contained and has its own engine, generator, a train composed of DMU cars scales well, as it allows extra passenger capacity to be added at the same time as motive power. It also permits passenger capacity to be matched to demand, and for trains to be split and it is not necessary to match the power available to the size and weight of the train, as each unit is capable of moving itself. As units are added, the power available to move the train increases by the necessary amount, distribution of the propulsion among the cars also results in a system that is less vulnerable to single-point-of-failure outages. Many classes of DMU are capable of operating with faulty units still in the consist, because of the self-contained nature of diesel engines, there is no need to run overhead electric lines or electrified track, which can result in lower system construction costs. Such advantages must be weighed against the noise and vibration that may be an issue with this type of train. DMUs were first introduced to Australia in the late mid-20th century for use on branch lines that could not justify a locomotive hauled service. Today, DMUs are widely used throughout Australias southern states, Adelaide Metro uses a variety of DMUs on their suburban network, NSW TrainLink use Xplorer DMUs on services from Sydney to Canberra, Griffith, Broken Hill, Armidale and Moree
10.
West Japan Railway Company
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West Japan Railway Company, also referred to as JR-West, is one of the Japan Railways Group companies and operates in western Honshu. It has its headquarters in Kita-ku, Osaka, Hokuriku Shinkansen Sanyo Shinkansen Hakata Minami Line JR-Wests highest-grossing line is the Sanyo Shinkansen high-speed rail line between Osaka and Fukuoka. The Sanyo Shinkansen alone accounts for about 40% of JR-Wests passenger revenues, the company also operates Hakata Minami Line, a short commuter line with Shinkansen trains in Fukuoka. The Urban Network is JR-Wests name for its rail lines in the Osaka-Kobe-Kyoto metropolitan area. These lines together comprise 610 km of track, have 245 stations, Urban Network stations are equipped to handle ICOCA fare cards. Train control on these lines is highly automated, and during peak hours trains run as often as two minutes. JR-Wests Urban Network competes with a number of commuter rail operators around Osaka, the Big 4 being Hankyu Railway/Hanshin Railway, Keihan Railway, Kintetsu. JR-Wests market share in the region is roughly equal to that of the Big 4 put together, largely due to its comprehensive network and those in italics are announcement names. These lines mainly handle business and leisure travel between cities and rural areas in western Japan. They account for about 20% of the companys passenger revenues, fukuchiyama Line Includes JR Takarazuka Line. Hakubi Line Hokuriku Main Line Includes Biwako Line, honshi-Bisan Line, Chayamachi — Kojima Nicknamed Seto-Ōhashi Line Kansai Main Line, Kameyama — JR Namba Includes Yamatoji Line. Kisei Main Line, Shingū — Wakayamashi Includes Kinokuni Line, sanin Main Line Includes Sagano Line. Sanyō Main Line, Kobe — Shimonoseki, Hyōgo — Wadamisaki, takayama Main Line, Inotani — Toyama Tōkaidō Main Line, Maibara — Kobe Includes Biwako Line, JR Kyoto Line, and JR Kobe Line. Initially, it was a wholly owned subsidiary of the JNR Settlement Corporation, for the first four years of its existence, JR-West leased its highest-revenue line, the Sanyō Shinkansen, from the separate Shinkansen Holding Corporation. JR-West purchased the line in October 1991 at a cost of 974.1 billion JPY in long-term payable debt, JNRSC sold 68. 3% of JR-West in an initial public offering on the Tokyo Stock Exchange in October 1996. JRTT offered all of its shares in JR-West to the public in an international IPO in 2004, JR-West is now listed on the Tokyo Stock Exchange, Nagoya Stock Exchange, Osaka Securities Exchange and the Fukuoka Stock Exchange
11.
Himeji Station
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Himeji Station is a railway station in Himeji, Japan, operated by West Japan Railway Company. Himeji is a stop on the Sanyō Main Line. The station serves as a point between the main line and the Sanyō Shinkansen, the Kishin Line and the Bantan Line. The station building is located close to the Sanyo Electric Railway Himeji Station, the preparation for elevation of the conventional lines has been undertaken since 1989, and begun in earnest in 1994 after the relocation of Himejis freight terminal and train yards. Removal of ground platforms and the remainder of reconstruction work is planned to conclude in 2010, Himeji Station was opened by Sanyo Railway, the present-day Sanyo Main Line, in 1888. At the time, railway stations were built either outside or alongside urban areas. The current Sanyo Railway Station is actually constructed on top of part of the old city wall and it is thought that the reason was that the army was based in Himeji Castle. This proximity to the city helped to contribute to urban development, Himeji Station was linked to Bantan Railway, the present day Bantan Line, in 1894. Kishin Line was linked to the station in 1930, the station was expanded with the opening of the Sanyo Shinkansen in 1972. December 23,1888, The Sanyo Railway segment between Akashi Station and Himeji Station opens, july 26,1894, The Bantan Railway segment between Himeji Station and Teramae Station opens. June 1,1903, Sanyo Railway purchases Bantan Railway, december 1,1906, Sanyo Railway is nationalized. September 1,1930, Kishin Line is connected, march 15,1972, The Sanyo Shinkansen segment between Okayama and Shin-Osaka opens. April 1,1987, Japanese National Railways is divided and privatized, the line is taken over by the West Japan Railway Company. January 17,1995, There was a blockage of the segment of the Sanyō Shinkansen between Shin-Osaka and Himeji, caused by the Great Hanshin earthquake, april 8,1995, The blocked section reopens. October 1,2003, Nozomi service is added to the schedule, list of railway stations in Japan
12.
223 series
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The 223 series is a suburban electric multiple unit train type operated by West Japan Railway Company in the Kansai Region, Chūgoku region and Shikoku of Japan. Multiple batches of the train have been built with varying differences, design of the rolling stock was an improved adaptation of the 221 series, with three pairs of doors per side per car and a transverse seating layout. Production of the train first began in 1993, the first model was delivered earlier than expected, and saw introduction into service on April 1,1994 on the Hanwa Line. Later in the year, on September 4 it began serving the Kansai Airport Line Rapid Service as Kansai International Airport opened. The train was fitted with luggage racks, for passengers travelling to/from the airport. A1 +2 seating configuration has been adopted to allow passengers to place bulky luggage on the floor where necessary, between 1996 and 1998, baggage cars were included, but due to lack of use it was reverted. Unable to cope with the passenger traffic, new cars were produced and designated as the 223-2500. These cars were introduced in 1999, the 223-0/223-2500 sees regular service on the Osaka Loop Line, Hanwa Line, and the Kisei Main Line. They are typically operated in 4+4-car formations, uncoupled at Hineno, the trains sport a higher top service speed of 130 km/h, and were manufactured jointly between Kinki Sharyo, Hitachi, and Kawasaki Heavy Industries. Fold-up seats replace some of the ones, in order to increase standing capacity during peak hours. To lower the center of gravity, air-conditioning units have shifted to the bottom of the carriages. The 223-1000 services several routes, Hokuriku Main Line, Tōkaidō Main Line, Sanyō Main Line, Kosei Line, Kusatsu Line, a total of 92 cars were produced, and they are typically in 4- or 8-car formations. In 1999, Kawasaki Heavy Industries and Kinki Sharyo received an order of 236 cars. This sub-series was built with improvements, for example universal access toilets. Its formation and assignment of routes are similar to the 223-1000 model and this sub-series was built in 2003 by Kawasaki Heavy Industries, intended to replace the aging 213 series operating on the Marine Liner services on the Seto-Ōhashi line. It can be coupled to the bilevel JR Shikoku 5000 series and it was subsequently introduced on October 1 of the same year. JR-West classifies its sets as 223-5000, while JR Shikoku classifies its sets as 5000 series,16 2-car sets were delivered in 2008, with the first sets entering service in July 2008. These sets are based at Fukuchiyama Depot, and are equipped for wanman driver-only-operation and this sub-series was created by modifying 223-2000 series sets with performance restricted to match that of 221 series sets
13.
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
14.
Particulates
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Atmospheric particulate matter – also known as particulate matter or particulates – are microscopic solid or liquid matter suspended in the Earths atmosphere. The term aerosol commonly refers to the mixture, as opposed to the particulate matter alone. Sources of particulate matter can be man-made or natural and they have impacts on climate and precipitation that adversely affect human health. The smaller PM2.5 were particularly deadly, with a 36% increase in lung cancer per 10 μg/m3 as it can penetrate deeper into the lungs, some particulates occur naturally, originating from volcanoes, dust storms, forest and grassland fires, living vegetation, and sea spray. Human activities, such as the burning of fossil fuels in vehicles, power plants and various industrial processes, coal combustion in developing countries is the primary method for heating homes and supplying energy. The composition of aerosols and particles depends on their source, wind-blown mineral dust tends to be made of mineral oxides and other material blown from the Earths crust, this particulate is light-absorbing. In addition, sea spray aerosols may contain organic compounds, which influence their chemistry, Secondary particles derive from the oxidation of primary gases such as sulfur and nitrogen oxides into sulfuric acid and nitric acid. The gases from which they originate—may have an origin and a natural biogenic origin. In the presence of ammonia, secondary aerosols often take the form of ammonium salts and this is mainly because the presence of sulfate and nitrate causes the aerosols to increase to a size that scatters light effectively. Organic matter can be primary or secondary, the latter part deriving from the oxidation of VOCs. Organic matter influences the atmospheric radiation field by both scattering and absorption, another important aerosol type is elemental carbon, this aerosol type includes strongly light-absorbing material and is thought to yield large positive radiative forcing. Organic matter and elemental carbon together constitute the carbonaceous fraction of aerosols, Secondary organic aerosols, tiny tar balls resulting from combustion products of internal combustion engines, have been identified as a danger to health. The chemical composition of the aerosol directly affects how it interacts with solar radiation, the chemical constituents within the aerosol change the overall refractive index. The refractive index will determine how light is scattered and absorbed. The particles are hygroscopic due to the presence of sulfur, and SO2 is converted to sulfate when high humidity and this causes the reduced visibility and yellow color. Aerosol particles of natural origin tend to have a larger radius than human-produced aerosols such as particle pollution, the false-color maps in the third image on this page show where there are natural aerosols, human pollution, or a mixture of both, monthly. Most of the Southern Hemisphere is covered by ocean, where the largest source of aerosols is natural sea salt from dried sea spray. Because land is concentrated in the Northern Hemisphere, the amount of small aerosols from fires, over land, patches of large-radius aerosols appear over deserts and arid regions, most prominently, the Sahara Desert in north Africa and the Arabian Peninsula, where dust storms are common
15.
Wheelchair-accessible
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Accessibility refers to the design of products, devices, services, or environments for people who experience disabilities. The concept of design and practice of accessible development ensures both direct access and indirect access meaning compatibility with a persons assistive technology. Accessibility can be viewed as the ability to access and benefit from some system or entity and this is about making things accessible to all people. Article 9 of the United Nations Convention on the Rights of Persons with Disabilities commits signatories to provide for full accessibility in their countries. Accessible facilities therefore extend to such as Braille signage, elevators, audio signals at pedestrian crossings, walkway contours, website design. Government mandates including Section 508, WCAG, DDA are all enforcing practices to standardize accessibility testing engineering in product development, existing private businesses are required to increase the accessibility of their facilities when making any other renovations in proportion to the cost of the other renovations. The United States Access Board is A Federal Agency Committed to Accessible Design for People with Disabilities, the Job Accommodation Network discusses accommodations for people with disabilities in the workplace. Many states in the US have their own disability laws, in Australia, the Disability Discrimination Act 1992 has numerous provisions for accessibility. In South Africa the Promotion of Equality and Prevention of Unfair Discrimination Act 2000 has numerous provisions for accessibility, in the UK, the Equality Act 2010 has numerous provisions for accessibility. In Sri Lanka, the Supreme Court, on 27 April 2011 gave an order to boost the inherent right of disabled persons to have unhindered access to public buildings. The Act refers to legislation regarding accessibility in e. g. ICT. In Canada, relevant federal legislation includes the Canadian Human Rights Act, the Employment Equity Act, legislation may also be enacted on a state, provincial or local level. In Ontario, Canada, the Ontarians with Disabilities Act of 2001 is meant to improve the identification, removal, the European Union, which has signed the United Nations Convention on the Rights of Persons with Disabilities, also has adopted a European Disability Strategy for 2010-20. A European Accessibility Act was proposed in late 2012 and this Act would establish standards within member countries for accessible products, services, and public buildings. Assistive technology is the creation of a new device that assists a person in completing a task that would otherwise be impossible. Adaptive technology is the modification, or adaptation, of existing devices, methods, or the creation of new uses for existing devices, to enable a person to complete a task. Examples include the use of controls, and the autocomplete feature in computer word processing programs. Adaptations to wheelchair tires are another example, widening the tires enables wheelchair users to move over soft surfaces, such as snow on ski hills
16.
ET122
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Built by Niigata Transys and based on the JR West KiHa 122 series DMU design, the fleet consists of a total of eight single-car units. The former have reversible transverse seating arranged 2+1 abreast with longitudinal seating at one end. Both types have a space at one end and a universal access toilet. A two-car resort train classified ET122-1000 and branded Setsugekka was built by Niigata Transys and this trainset entered service on 23 April 2016, operating mainly at weekends. The two special-event cars, ET122-7 and ET122-8, are finished in liveries designed by students at the Nagaoka Institute of Design, one is branded Nihonkai Stream and the other is branded 3 Cities Flowers. Test running began on the Hokuriku Main Line in December 2014, the individual build histories are as follows
17.
Echigo Tokimeki Railway
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The main shareholders of the company are Niigata Prefecture, the city of Joetsu, the city of Itoigawa, and the city of Myoko. Local services on the Myōkō Haneuma Line use a fleet of ten ET127 series 2-car electric multiple unit trains transferred from JR East and these have reinforced front-end skirts, and feature a new livery. They operate as two- or four-car formation during the off-peak periods, shirayuki limited express services operated by JR East use four-car E653-1100 series EMUs. While the western boundary of the Nihonkai Hisui Line is at Ichiburi Station, at Tomari Station, both ETR trains and Ainokaze Toyama Railway trains use platform 2, allowing a same-platform transfer. This fleet includes two special-event cars, services normally operate as single-car trains during the off-peak periods, increased to two cars during the peaks. In addition to ETR services, a seasonal limited-stop Rapid service operating between Niigata and Itoigawa runs once a day in each direction using a 6-car JR East 485 series EMU, the company was founded on 22 November 2010. The new names for the two lines to be operated by the company were announced in June 2012, and the name was changed to Echigo Tokimeki Railway Company from 1 July 2012. The company was granted a railway operating license by the Ministry of Land, Infrastructure, Transport. A two-car ET122-1000 series diesel multiple unit train is due to enter service from 23 April 2016. The two-car diesel train will be branded Setsugekka, List of railway companies in Japan List of railway lines in Japan Shinano Railway, a third-sector railway company in neighbouring Nagano Prefecture Official website
18.
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
19.
Wayback Machine
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The Internet Archive launched the Wayback Machine in October 2001. It was set up by Brewster Kahle and Bruce Gilliat, and is maintained with content from Alexa Internet, the service enables users to see archived versions of web pages across time, which the archive calls a three dimensional index. Since 1996, the Wayback Machine has been archiving cached pages of websites onto its large cluster of Linux nodes and it revisits sites every few weeks or months and archives a new version. Sites can also be captured on the fly by visitors who enter the sites URL into a search box, the intent is to capture and archive content that otherwise would be lost whenever a site is changed or closed down. The overall vision of the machines creators is to archive the entire Internet, the name Wayback Machine was chosen as a reference to the WABAC machine, a time-traveling device used by the characters Mr. Peabody and Sherman in The Rocky and Bullwinkle Show, an animated cartoon. These crawlers also respect the robots exclusion standard for websites whose owners opt for them not to appear in search results or be cached, to overcome inconsistencies in partially cached websites, Archive-It. Information had been kept on digital tape for five years, with Kahle occasionally allowing researchers, when the archive reached its fifth anniversary, it was unveiled and opened to the public in a ceremony at the University of California, Berkeley. Snapshots usually become more than six months after they are archived or, in some cases, even later. The frequency of snapshots is variable, so not all tracked website updates are recorded, Sometimes there are intervals of several weeks or years between snapshots. After August 2008 sites had to be listed on the Open Directory in order to be included. As of 2009, the Wayback Machine contained approximately three petabytes of data and was growing at a rate of 100 terabytes each month, the growth rate reported in 2003 was 12 terabytes/month, the data is stored on PetaBox rack systems manufactured by Capricorn Technologies. In 2009, the Internet Archive migrated its customized storage architecture to Sun Open Storage, in 2011 a new, improved version of the Wayback Machine, with an updated interface and fresher index of archived content, was made available for public testing. The index driving the classic Wayback Machine only has a bit of material past 2008. In January 2013, the company announced a ground-breaking milestone of 240 billion URLs, in October 2013, the company announced the Save a Page feature which allows any Internet user to archive the contents of a URL. This became a threat of abuse by the service for hosting malicious binaries, as of December 2014, the Wayback Machine contained almost nine petabytes of data and was growing at a rate of about 20 terabytes each week. Between October 2013 and March 2015 the websites global Alexa rank changed from 162 to 208, in a 2009 case, Netbula, LLC v. Chordiant Software Inc. defendant Chordiant filed a motion to compel Netbula to disable the robots. Netbula objected to the motion on the ground that defendants were asking to alter Netbulas website, in an October 2004 case, Telewizja Polska USA, Inc. v. Echostar Satellite, No.02 C3293,65 Fed. 673, a litigant attempted to use the Wayback Machine archives as a source of admissible evidence, Telewizja Polska is the provider of TVP Polonia and EchoStar operates the Dish Network
20.
Shinkansen
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The Shinkansen is a network of high-speed railway lines in Japan operated by five Japan Railways Group companies. The nickname bullet train is used in English for these high-speed trains. The maximum operating speed is 320 km/h, test runs have reached 443 km/h for conventional rail in 1996, and up to a world record 603 km/h for maglev trains in April 2015. Shinkansen literally means new trunk line, referring to the rail line network. The name Superexpress, initially used for Hikari trains, was retired in 1972 but is used in English-language announcements. The original Tōkaidō Shinkansen, connecting the largest cities of Tokyo, carrying 151 million passengers per year, and at over 5 billion total passengers it has transported more passengers than any other high-speed line in the world. The service on the line operates much larger trains and at higher frequency than most other high speed lines in the world. At peak times, the line carries up to thirteen trains per hour in direction with sixteen cars each with a minimum headway of three minutes between trains. While the Shinkansen network has been expanding, Japans declining population is expected to cause ridership to decline over time, the recent expansion in tourism has boosted ridership marginally. Japan was the first country to build dedicated railway lines for high-speed travel, because of the mountainous terrain, the existing network consisted of 1,067 mm narrow-gauge lines, which generally took indirect routes and could not be adapted to higher speeds. Consequently, Japan had a greater need for new high-speed lines than countries where the standard gauge or broad gauge rail system had more upgrade potential. Other significant people responsible for its development were Tadanao Miki, Tadashi Matsudaira. They were responsible for much of the development of the first line. All three had worked on aircraft design during World War II, the popular English name bullet train is a literal translation of the Japanese term dangan ressha, a nickname given to the project while it was initially being discussed in the 1930s. The name stuck because of the original 0 Series Shinkansens resemblance to a bullet and these plans were abandoned in 1943 as Japans position in World War II worsened. However, some construction did commence on the line, several tunnels on the present-day Shinkansen date to the war-era project, by the mid-1950s the Tōkaidō Line was operating at full capacity, and the Ministry of Railways decided to revisit the Shinkansen project. In 1957, Odakyu Electric Railway introduced its 3000 series SE Romancecar train and this train gave designers the confidence that they could safely build an even faster standard gauge train. Thus the first Shinkansen, the 0 series, was built on the success of the Romancecar, in the 1950s, the Japanese national attitude was that railways would soon be outdated and replaced by air travel and highways as in America and many countries in Europe
21.
Alternating current
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Alternating current, is an electric current which periodically reverses direction, whereas direct current flows only in one direction. A common source of DC power is a cell in a flashlight. The abbreviations AC and DC are often used to mean simply alternating and direct, the usual waveform of alternating current in most electric power circuits is a sine wave. In certain applications, different waveforms are used, such as triangular or square waves, audio and radio signals carried on electrical wires are also examples of alternating current. These types of alternating current carry information encoded onto the AC signal and these currents typically alternate at higher frequencies than those used in power transmission. Electrical energy is distributed as alternating current because AC voltage may be increased or decreased with a transformer, use of a higher voltage leads to significantly more efficient transmission of power. The power losses in a conductor are a product of the square of the current and this means that when transmitting a fixed power on a given wire, if the current is halved, the power loss will be four times less. Power is often transmitted at hundreds of kilovolts, and transformed to 100–240 volts for domestic use, high voltages have disadvantages, such as the increased insulation required, and generally increased difficulty in their safe handling. In a power plant, energy is generated at a convenient voltage for the design of a generator, near the loads, the transmission voltage is stepped down to the voltages used by equipment. Consumer voltages vary somewhat depending on the country and size of load, the voltage delivered to equipment such as lighting and motor loads is standardized, with an allowable range of voltage over which equipment is expected to operate. Standard power utilization voltages and percentage tolerance vary in the different mains power systems found in the world, high-voltage direct-current electric power transmission systems have become more viable as technology has provided efficient means of changing the voltage of DC power. HVDC systems, however, tend to be expensive and less efficient over shorter distances than transformers. Three-phase electrical generation is very common, the simplest way is to use three separate coils in the generator stator, physically offset by an angle of 120° to each other. Three current waveforms are produced that are equal in magnitude and 120° out of phase to each other, if coils are added opposite to these, they generate the same phases with reverse polarity and so can be simply wired together. In practice, higher pole orders are commonly used, for example, a 12-pole machine would have 36 coils. The advantage is that lower rotational speeds can be used to generate the same frequency, for example, a 2-pole machine running at 3600 rpm and a 12-pole machine running at 600 rpm produce the same frequency, the lower speed is preferable for larger machines. If the load on a system is balanced equally among the phases. Even in the worst-case unbalanced load, the current will not exceed the highest of the phase currents
22.
500 Series Shinkansen
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The 500 series is a Shinkansen high-speed train type operated by West Japan Railway Company on the Tokaido Shinkansen and Sanyo Shinkansen lines in Japan. They were designed to be capable of 320 km/h but operated at 300 km/h, the trainsets were then refurbished and downgraded to the all-stations Kodama service between Shin-Osaka and Hakata. The general design concept was overseen by German industrial designer Alexander Neumeister, the running gear utilizes computer-controlled active suspension for a smoother, safer ride, and yaw dampers are fitted between cars for improved stability. All sixteen cars in each original trainset were powered, giving a maximum of 18.24 MW, each train cost an estimated 5 billion yen, and only nine were built. First announced by JR-West in September 1994, the first set was delivered for testing in 1995, the entire fleet of nine sets was delivered by 1998. It was the first Shinkansen train in Japan to operate at a speed of 300 km/h in regular passenger service. Besides the premium Nozomi services, 16-car trains were used on Hikari Rail Star services during the busy holiday periods. With the steady increase in the number of N700 Series Shinkansen since 2007, the last 500 series Nozomi run took place on 28 February 2010. Cars 8 to 10 were Green cars, cars 5 and 13 each had one T-style current collector. Eight of the original nine 500 series sets were modified and shortened to 8 cars between 2008 and 2010, and were cascaded to Sanyo Shinkansen Kodama workings, replacing the earlier 0 series sets. The first reformed 8-car set was unveiled to the press on 28 March 2008, the maximum operating speed of these trains has been reduced to 285 km/h. As of 1 April 2016, the fleet consists of eight 8-car sets formed as follows, cars 2 and 7 each have one single-arm pantograph. Passenger accommodation consists of 3+2 abreast unidirectional seating, with 2+2 abreast seating in car 6, all passenger saloons on the 8-car 500 series trains are no-smoking, with new smoking compartments installed in cars 3 and 7. Cars 1,3,5, and 7 are equipped with toilets, initially planned to operate until March 2017, it is scheduled to remain in this livery until spring 2018. Car 521-1, formerly the end car of set W1, is preserved at the Kyoto Railway Museum, list of high speed trains JR-West 500 series Kodama Nippon Sharyo information
23.
700 Series Shinkansen
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The 700 series is a Japanese Shinkansen high-speed train type built between 1997 and 2006, and entering service in 1999. The 700 series is characterized by its flat duck-bill nose designed to reduce the effect as the trains enter tunnels. As with the 500 series trains, yaw dampers are fitted between vehicles, and all cars feature semi-active suspension to ensure smooth ride characteristics at high speed. The cost of a 16-car 700 series unit is approximately 4 billion yen compared with around 5 billion yen for a 16-car 500 series train,700 series trainsets are scheduled to be withdrawn from Tokaido Shinkansen services by the end of fiscal 2019. New single-arm current collectors were fitted from the start, and these featured the distinctive wine-glass pantograph shrouds of the 300X train. These were later changed to a design resembling the 500 series arrangement with additional side fences, unit C0 was modified to full production standard in September 1999 and renumbered as C1. These units were ordered by JR Central for use on Tokyo to Hakata Nozomi services, displacing the 300 series trains previously used on these services. Interior layout and accommodation is similar to that of the 300 series trains, with three Green class vehicles, and the same 1,040 mm seat pitch in standard class, and 1,160 mm in Green class. The central gangways were widened by 30 mm to 600 mm, the refreshment counters of the 300 and 500 series trains were discontinued and replaced by vending machines selling drinks, located in cars 3,7,11, and 15. Specifications permit 285 km/h running on the Sanyo Shinkansen with speed restricted to 270 km/h on the Tokaido Shinkansen between Tokyo and Shin-Osaka. The initial batch ordered by JR Central consisted of 17 units, services featuring 700 series stock were increased to five daily from July 1999, and further increased from October 1999. With continuing deliveries,700 series trains were introduced on Tōkaidō Shinkansen Hikari services from late 2000. Set numbers C25 onwards introduced from May 2001 incorporate minor interior design improvements, including outlets at the ends of cars for PC users. An order for a batch of six units was placed by JR Central in December 2003. These sets provided additional capacity for services connected with the Aichi Expo in 2005 and these modifications were removed before the unit entered revenue service. Flush diaphragm covers were used on trains, such as the N700 series. During fiscal 2011, eight JR Central C sets were transferred to JR-West to replace its fleet of nine 300 series sets scheduled to be withdrawn by spring 2012, withdrawals of 700 series sets began in 2012 with the withdrawal of set C4. It continued in 2013 and in 2014, the 16-car C sets are formed as follows, with car 1 at the Hakata end
24.
N700 Series Shinkansen
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Another feature of the N700 is that it accelerates quicker than other shinkansen trains, with a maximum acceleration rate of 2.6 km/h/s. This enables it to reach 270 km/h in only three minutes, because of these improvements, trains can travel between Tokyo and Osaka on a Nozomi run in as little as 2 hours and 22 minutes on a fastest service. N700 series trains gradually replaced 300,500 and 700 series sets on Nozomi services, and by the end of February 2009, all Nozomi through runs were scheduled to use the N700 series exclusively by 2009. By 2011, all regularly scheduled Nozomi services, including runs limited only to the Tokaido Shinkansen, were operated by the N700 series, the N700 is also used on select Hikari services during the day, as well as some early-morning and late-night Kodama runs between Tokyo and Mishima/Hamamatsu. Since March 2009, the N700 series trains have been equipped with wireless internet available for use between Tokyo and Shin-Osaka. Cars 1 to 4 were built by Hitachi Ltd. cars 5 to 14 were built by Nippon Sharyo and it was initially fitted with two auxiliary headlights located below the nose. The first full-production Z set was delivered to JR Central in April 2007, the final Z set, Z80, was delivered from Kawasaki Heavy Industries in February 2012. From fiscal 2013, the fleet of Z sets underwent modifications to some of the improvements featured in the later N700A series sets. Modified sets were re-designated X sets, with cars renumbered in the -2000 subseries, the modified sets are also identified by the addition of a small A added to the right of the bodyside N700 logos. The last original Z set, set Z4, was modified to become set X4 in August 2015, the prototype set Z0 is used as a JR Central test train with cars numbered in the -9000 series, and is not used in revenue service. It was renumbered set X0 in 2014, but the car remain in the -9000 subseries. The 16-car Z sets, Z0–Z80, were formed as follows, cars 5 and 12 each had one single-arm pantograph. For details of manufacturers and delivery details of the converted former Z sets, the N700-1000 series, or N700A, is a new version of the N700 series design delivered from August 2012, and entering revenue service from 8 February 2013. The new version is identical to the existing N700 series sets. The new trains include modified brake discs, bogie vibration detection, six G sets were scheduled to be introduced during fiscal 2012, replacing older 700 series sets, with seven more sets introduced during fiscal 2013. A further 18 sets are on order by JR Central, to be delivered six sets per year between fiscal 2014 and 2016 at a cost of 88 billion yen. The first set, G1, was delivered to Hamamatsu in August 2012, the 16-car G sets are formed as follows, with car 1 at the Shin-Osaka end and car 16 at the Tokyo end. Cars 5 and 12 each have one single-arm pantograph, internally, seats have new moquette seat covers, and LED lighting is used in toilets and washing areas
25.
W7 Series Shinkansen
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The W7 series is a Japanese Shinkansen high-speed train type operated by West Japan Railway Company on the Hokuriku Shinkansen since it was extended from Nagano to Kanazawa in March 2015. Jointly developed alongside the similar JR East E7 series, a total of ten 12-car W7 series sets have been built, the first W7 series train was delivered in April 2014. Externally, the roof is finished in a sky blue colour, the bodyside logos consist of a number 7 in silver stylized as an arrowhead, and include the lettering West Japan Railway Company. Manufacture of the W7 series sets was shared between Hitachi in Kudamatsu, Yamaguchi, Kawasaki Heavy Industries in Kobe, and Kinki Sharyo in Osaka, increased power output enables the trains to maintain speeds of at least 210 km/h on the steep gradients of the Hokuriku Shinkansen. Car 12 is equipped with active suspension, and the other cars are equipped with semi-active suspension. The 12-car sets are numbered W1 onward, and consist of 10 motored intermediate cars, car 11 provides Green car accommodation, and car 12 provides Gran Class luxury accommodation. Cars 3 and 7 are each equipped with a single-arm pantograph, the 12-car trains have accommodation in three levels of service, Gran Class, Green, and ordinary-class cars, with a total seating capacity of 934. AC power outlets are provided for each seat in all three classes, the Gran class seats are supplied by Toyota Boshoku. Car saloons and vestibule areas are equipped with security cameras, between October and December 2015, luggage racks are scheduled to be added at one end of each of the even-numbered ordinary class cars and also in Green car 11, by removing a pair of seats. The luggage racks are to cater to the number of overseas tourists with suitcases and also passengers with ski. Details of the new trains were announced jointly by JR East and JR-West on 4 September 2012. The design of the logo to be applied to the sides of cars 1 and 12 was officially unveiled in February 2014, the first W7 series train was delivered from Kawasaki Heavy Industries in Kobe to Hakusan Depot in Hakusan, Ishikawa in April 2014. Test-running on the Hokuriku Shinkansen began on 5 August 2014, initially at low speed, in May 2015, the W7 series and JR East E7 series were awarded the 2015 Blue Ribbon Award, presented annually by the Japan Railfan Club. A presentation ceremony was held at JR-Wests Hakusan Depot on 24 October 2015, the W7 series is the first JR-West train type to use the W prefix, following the method used by JR East. As of 1 October 2015, the fleet is as follows, list of high-speed trains Official website
26.
Narrow-gauge railway
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A narrow-gauge railway is a railway with a track gauge narrower than the 1,435 mm of standard gauge railways. Most existing narrow-gauge railways are between 600 mm and 1,067 mm, narrow-gauge railways also have specialized use in mines and other environments where a very small structure gauge makes a very small loading gauge necessary. Narrow-gauge railways also have general applications. Many narrow-gauge street tramways are used, particularly in Europe, where 1,000 mm metre gauge tramways are common, the earliest recorded railway is shown in the De re metallica of 1556, which shows a mine in Bohemia with a railway of about 2 ft gauge. During the 16th century, railways were mainly restricted to hand-pushed narrow-gauge lines in mines throughout Europe, during the 17th century, mine railways were extended to provide transportation above ground. These lines were industrial, connecting mines with nearby transportation points and these railways were usually built to the same narrow gauge as the mine railways from which they developed. The worlds first steam locomotive on rails, built in 1802 by Richard Trevithick for the Coalbrookdale Company, during the 1820s and 1830s, a number of industrial narrow-gauge railways in the United Kingdom used steam locomotives. In 1842, the first narrow-gauge steam locomotive outside the UK was built for the 1,100 mm gauge Antwerp-Ghent Railway in Belgium, historically, many narrow-gauge railways were built as part of specific industrial enterprises and were primarily industrial railways rather than general carriers. Some common uses for these industrial narrow-gauge railways were mining, logging, construction, tunnelling, quarrying, extensive narrow-gauge networks were constructed in many parts of the world for these purposes. For example, mountain logging operations in the 19th century often used narrow-gauge railways to transport logs from mill sites to market, significant sugarcane railways still operate in Cuba, Fiji, Java, the Philippines, and Queensland. Narrow-gauge railway equipment remains in use for the construction of tunnels. Extensive narrow-gauge railway systems served the front-line trenches of both sides in World War I and they were a short-lived military application, and after the end of the war, the surplus equipment from these created a small boom in narrow gauge railway building in Europe. 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. It is also used in populated areas where the potential demand is too low for broader gauge railways to be economically viable. This is the case in some of Australia and most of Southern Africa, the use of such railways has almost vanished due to the capabilities of modern trucks. In many countries, narrow gauge railways were built as feeder or branch lines to feed traffic to more important standard gauge lines, the choice was often not between a narrow-gauge railway and a standard gauge one, but between a narrow-gauge railway and none at all. Some bulk commodities, such as coal, ore, and gravel, can be transshipped, but this still incurs time penalties
27.
Direct current
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Direct current is a flow of electrical charge carriers that always takes place in the same direction. The current need not always have the magnitude, but if it is to be defined as dc. This contrasts with alternating current which varies the direction of flow, sources of direct current include power supplies, electrochemical cells and batteries, and photovoltaic cells and panels. The intensity, or amplitude, of a direct current might fluctuate with time, in some such cases the dc has an ac component superimposed on it. An example of this is the output of a cell that receives a modulated light communications signal. A source of dc is sometimes called a dc generator, batteries and various other sources of dc produce a constant voltage. This is called pure dc and can be represented by a straight, the peak and effective values are the same. The peak to peak value is zero because the instantaneous amplitude never changes, in some instances the value of a dc voltage pulsates or oscillates rapidly with time, in a manner similar to the changes in an ac wave. The unfiltered output of a wave or a full wave rectifier. In 1820, Hans Christian Orsted discovered that electrical current creates a magnetic field and this discovery made scientists relate magnetism to the electric phenomena. In 1879, Thomas Edison invented the light bulb. He improved a 50-year-old idea using lower current electricity, a vacuum inside the globe and a small carbonized filament. At that time, the idea of lightning was not new. Edison not only invented an incandescent electric light, but an electric lighting system contained all the necessary elements to make the incandescent light safe, economical. Prior to 1879, direct current electricity had been used in lighting for the outdoors and it was in the 1880s when the modern electric utility industry began. It was an evolution from street lighting systems and from gas and it was located in Lower Manhattan, on Pearl Street. This station provided light and electricity to customers in a one square mile range, the station was called Thomas Edisons Pearl Street Electricity Generating Station. This station introduced four elements of an electric utility system, Efficient distribution, competitive price, reliable central generation
28.
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
29.
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
30.
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
31.
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
32.
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
33.
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
34.
125 series
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The 125 series is a single-car DC electric multiple unit train type operated by West Japan Railway Company on local services in Japan since March 2003. The 125 series design is based on the 223-2000 series EMU design, with stainless bodies, the cars have two pairs of sliding doors on each side, with provision for a third set of doors in the centre. The second-batch cars delivered in 2003 differ from the batch by having enlarged front-end skirts. The 125 series is used on wanman driver-only operation services, primarily on the Obama Line, up to five single cars can be operated together as a multiple car set. Cars KuMoHa 125-7/8/11/12 are equipped with a second de-icing pantograph, passenger accommodation consists of longitudinal bench seating at the ends, and 2+2 abreast transverse reversible seating in the centre of the cars. The first two batches of cars were delivered with 1+2 abreast seating, but this was increased to 2+2 seating during 2003 and 2004. The first eight cars were built by Kawasaki Heavy Industries in December 2002 for entry into service from 15 March 2003 on the newly electrified 84.3 km Obama Line between Tsuruga and Higashi-Maizuru. These sets were allocated to Fukuchiyama Depot, but were subsequently transferred to Tsuruga Depot. Four more cars were built in September 2004 for entry into service from 19 December 2004 on the newly electrified 48.5 km Kakogawa Line between Kakogawa and Tanikawa. A further six cars were built in September 2006 to coincide with the conversion of Tsuruga area services from 20 kV AC to 1,500 DC electrification from 21 October 2006
35.
201 series
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It was the first JNR train to use electronic chopper control. The 201 series stock has been used on a number of lines. This train featured panorama windows and transverse seating bays on one side of the train only and it was repainted into a new livery in June 2005. The train was withdrawn from service at the end of June 2009. Archived from the original on 15 January 2008, cS1 maint, BOT, original-url status unknown
36.
205 series
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The 205 series is a commuter electric multiple unit train type introduced in 1985 by Japanese National Railways, and currently operated by East Japan Railway Company and West Japan Railway Company. The four Nikko Line sets are finished in a livery with classic ruby brown, gold, the Utsunomiya Line sets are finished in a livery with Shonan green and orange bodyside stripes. The four-car sets, numbered Y1 to Y12, are formed as shown below, the MoHa 205-600 cars are equipped with two PS33F single-arm pantographs. The KuHa 205-600 cars have a wheelchair-accessible toilet, passenger accommodation consists of longitudinal bench seating throughout. A universal access toilet was added to the KuHa 205-600 car at the time of conversion, source, A Senseki Line 205-3100 series Mangattan Liner trainset is decorated with images of the cartoon character Robocon from the 1970s anime Ganbare. Robocon, while another has Kamen Rider livery, both were created by Shotaro Ishinomori, a native of Ishinomaki, Miyagi, Ishinomaki Station is the terminus of the Senseki Line. A number of former 205 series trains were sold to Fuji Kyuko in 2011 and modified to become 3-car 6000 series sets, four more withdrawn JR East 205 series cars were resold to Fuji Kyuko following withdrawal in November 2016. A total of 476 units from withdrawn Saikyo Line, Yokohama Line, a total of 18 withdrawn Saikyo Line ten-car sets were shipped to KA Commuter Jabodetabek in Jakarta, Indonesia, in 2013, and entered service from March 2014. The sets in use are former Kawagoe sets 1,4,7,11 to 15,18,20,22 to 26, all except sets 26,30, and 32 include pairs of SaHa 204 cars with six pairs of doors per side. Sets 30 to 32 were originally Yamanote Line sets, distinguished by their smaller door windows, set 23 was the first set to have a pair of LCD screens inside all cars, except SaHa 204 cars. Set 23 was also the first set to have working LED destination display in KuHa 204, set 15 and 32 were involved in a train accident in Juanda Station, Jakarta. From July 2014,22 withdrawn Yokohama Line eight-car sets were shipped to Jakarta, in 2015,20 withdrawn Nambu Line six-car sets were shipped to Jakarta. The former Nambu Line sets are used on 12-car operations
37.
213 series
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It is based on the earlier 211 series, although it differs in having two pairs of doors per side on each car instead of three. From 1988 to 2003, the JR-West sets were used for the Marine Liner service connecting Okayama. These trains sometimes used a panoramic cab car, the latter was scrapped in 2008, from spring 2016, a 213 series two-car set was modified to operate on sightseeing services in the Okayama area. The train is modified with bicycle spaces and seat approximately 52 passengers, the train is formed as follows
38.
221 series
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The 221 series is a suburban electric multiple unit train type operated by West Japan Railway Company in the Kansai Region of Japan since March 1989. The KuMoHa 221 cars in some formations are equipped with a second de-icing pantograph, seating is arranged as 2+2 abreast transverse flip-over seats. The first 221 series trains were introduced from the start of the timetable in March 1989. The 221 series received the Laurel Prize in 1990, from December 2012, a programme of refurbishment started, which will ultimately cover the entire fleet of 474 vehicles. Interior improvements include new universal access toilets, provision of wheelchair spaces, the first refurbished set, 4-car set K12, was returned to revenue service on 11 January 2012
39.
225 series
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The 225 series is a DC electric multiple unit train type operated by West Japan Railway Company on suburban services in the Keihanshin Kyoto-Osaka-Kobe area since December 2010. 226 vehicles were ordered, at a cost of approximately 30 billion yen, the trains incorporate increased front-end crash protection with the inclusion of crushable zones. Livery for each is identical to that of the 223 series vehicles on each of these routes, the first 225-100 series second-batch sets were delivered in early 2016, formed as four- and eight-car units. These were followed by 225-5100 series second-batch sets, also delivered in early 2016, formed as four-, the 225-5000 series sets are formed as follows. The 225-5100 series sets are formed as six-car and four-car sets, source, The first 225-0 series 8-car train was delivered from Kinki Sharyo on 18 May 2010. The first pair of 225-5000 series 4-car trains was delivered from Kinki Sharyo on 7 September 2010, both the 225-0 and 225-5000 series entered revenue service from 1 December 2010. JR-West CEOs September 2009 report announcing 225 series order JR-West news release announcing completion of first set Kinki Sharyo 225 series information
40.
227 series
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The 227 series is a DC electric multiple unit train operated by West Japan Railway Company for use on suburban services in the Hiroshima area of Japan since 14 March 2015. The trains have unpainted stainless steel bodies, with a livery featuring red highlights. Each motored car has one motored bogie, the trains will be branded Red Wing, with logos applied to the body sides and to the prominent anti-fall plates on the front ends, which inspired the name. The trains will also displace 115 series EMUs on the Kure Line and Kabe Line, the 227 series fleet on order consists of 42 two-car and 64 three-car sets, allowing formations of up to eight cars to be formed in service. The three-car sets are numbered A01 onward, and are formed as shown below with all three cars motored, the seating capacity figures above include 12 flip-down seats in the end cars and 16 in the intermediate cars. The KuMoHa 227 car is fitted with a WPS28E single-arm pantograph, the KuMoHa 226 car has a universal access toilet. The two-car sets are numbered S01 onward, and are formed as shown below with both cars motored, the seating capacity figures above include 12 flip-down seats in each car. The KuMoHa 227 car is fitted with a WPS28E single-arm pantograph, the KuMoHa 226 car has a universal access toilet. The passenger saloons use LED lighting, and the trains are equipped with universal access toilets, passenger accommodation consists of transverse seating with flip-over seat backs, and longitudinal bench seating at the ends of cars. Flip-down seats are provided next to the doorways. The first three-car set, numbered A03, was delivered to Hiroshima Depot in September 2014 from the Kawasaki Heavy Industries factory in Hyogo, sets A01 and A02 were delivered to Hiroshima Depot from Kinki Sharyo in October 2014. The first two car set, numbered S01, was delivered from Kawasaki Heavy Industries in January 2015 together with three-car set A06
41.
323 series
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The 323 series is a DC electric multiple unit train type operated by West Japan Railway Company on the Osaka Loop Line in Osaka, Japan, since December 2016. The trains are replacing ageing 103 series and 201 series trains, the eight-car trains have stainless steel bodies, and the exterior livery features orange highlights. Each car has three pairs of sliding doors per side, unlike the four pairs per side on 103 and 201 series trains, the trains are formed of eight cars formed as follows, with all cars motored. Car 2 has two WPS28E single-arm pantographs, and cars 5 and 8 each have one, car 4 is designated as a women-only car. Passenger accommodation feature longitudinal bench seating throughout, with priority seating at one end of car. The passenger saloons use LED lighting, with the lighting in car 4 adjusted to have a more orange tungsten lighting tinge to distinguish it from other cars. Passenger information announcements are provided in two languages, and information screens are in four languages, with pairs of screens over each door, and pairs at either end of the cars. A total of 21 eight-car sets are scheduled to be introduced between fiscal 2016 and 2018, entirely replacing the fleet of 23103 and 201 series trains, the first trains will enter revenue service on 24 December 2016. Details of the new trains on order were first announced by JR West in December 2014, the first trainset, LS01, was unveiled to the press at the Kinki Sharyo factory in Osaka on 24 June 2016, and delivered to JR West on 30 June. The trains entered service on 24 December 2016
42.
281 series
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The 281 series is a DC electric multiple unit train type operated by West Japan Railway Company. It was introduced on September 4,1994 for passengers travelling to/from Kansai International Airport, provisions are made for luggage racks and dedicated luggage room. Built jointly by Kinki Sharyo and Kawasaki Heavy Industries, the trains are used on the Haruka limited express service via the Kansai Airport Line in 3- or 6-car formations, sets are based at Hineno Depot, and are formed as shown below
