1.
Commuter rail
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Trains operate following a schedule, at speeds varying from 50 to 200 km/h. Distance charges or zone pricing may be used and they primarily serve lower density suburban areas, and often share right-of-way with intercity or freight trains. Some services operate only during peak hours and others uses fewer departures during off peak hours, average speeds are high, often 50 km/h or higher. These higher speeds better serve the longer distances involved, some services include express services which skip some stations in order to run faster and separate longer distance riders from short-distance ones. The general range of commuter trains distance varies between 15 and 200 km, sometimes long distances can be explained by that the train runs between two or several cities. Distances between stations may vary, but are much longer than those of urban rail systems. In city centers the train either has a station or passes through the city centre with notably fewer station stops than those of urban rail systems. Toilets are often available on trains and in stations. Their ability to coexist with freight or intercity services in the same right-of-way can drastically reduce system construction costs, however, frequently they are built with dedicated tracks within that right-of-way to prevent delays, especially where service densities have converged in the inner parts of the network. Most such trains run on the standard gauge track. Some light rail systems may run on a narrower gauge, some countries, including Finland, India, Pakistan, Russia, Brazil and Sri Lanka, as well as San Francisco in the USA and Melbourne and Adelaide in Australia, use broad gauge track. The fact that the terminology is not standardised across countries further complicates matters, most S-bahns typically behave like commuter rail with most trackage not separated from other trains, and long lines with trains running between cities and suburbs rather than within a city. The distances between stations however, are usually short, in larger systems there is usually a high frequency metro-like central corridor in the city center where all the lines converge into. Typical examples of large city S-Bahns include Munich and Frankfurt, S-Bahns do also exist in some mid-size cities like Rostock and Magdeburg but behave more like typical commuter rail with lower frequencies and very little exclusive trackage. A similar network exists in Copenhagen called the S-tog, in Hamburg and Copenhagen, other, diesel driven trains, do continue where the S-Bahn ends. Regional rail usually provides rail services between towns and cities, rather than purely linking major population hubs in the way inter-city rail does, Regional rail operates outside major cities. Unlike Inter-city, it stops at most or all stations between cities and it provides a service between smaller communities along the line, and also connections with long-distance services at interchange stations located at junctions or at larger towns along the line. Alternative names are local train or stopping train, examples include the former BRs Regional Railways, Frances TER, Germanys DB Regio and South Koreas Tonggeun services
2.
Tokyo
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Tokyo, officially Tokyo Metropolis, is the capital of Japan and one of its 47 prefectures. The Greater Tokyo Area is the most populous area in the world. It is the seat of the Emperor of Japan and the Japanese government, Tokyo is in the Kantō region on the southeastern side of the main island Honshu and includes the Izu Islands and Ogasawara Islands. Formerly known as Edo, it has been the de facto seat of government since 1603 when Shogun Tokugawa Ieyasu made the city his headquarters. It officially became the capital after Emperor Meiji moved his seat to the city from the old capital of Kyoto in 1868, Tokyo Metropolis was formed in 1943 from the merger of the former Tokyo Prefecture and the city of Tokyo. The Tokyo metropolitan government administers the 23 Special Wards of Tokyo, the metropolitan government also administers 39 municipalities in the western part of the prefecture and the two outlying island chains. The population of the wards is over 9 million people. The prefecture is part of the worlds most populous metropolitan area with upwards of 37.8 million people, the city hosts 51 of the Fortune Global 500 companies, the highest number of any city in the world. Tokyo ranked third in the International Financial Centres Development IndexEdit, the city is also home to various television networks such as Fuji TV, Tokyo MX, TV Tokyo, TV Asahi, Nippon Television, NHK and the Tokyo Broadcasting System. Tokyo ranked first in the Global Economic Power Index and fourth in the Global Cities Index. The city is considered a world city – as listed by the GaWCs 2008 inventory – and in 2014. In 2015, Tokyo was named the Most Liveable City in the world by the magazine Monocle, the Michelin Guide has awarded Tokyo by far the most Michelin stars of any city in the world. Tokyo ranked first in the world in the Safe Cities Index, the 2016 edition of QS Best Student Cities ranked Tokyo as the 3rd-best city in the world to be a university student. Tokyo hosted the 1964 Summer Olympics, the 1979 G-7 summit, the 1986 G-7 summit, and the 1993 G-7 summit, and will host the 2020 Summer Olympics, Tokyo was originally known as Edo, which means estuary. During the early Meiji period, the city was also called Tōkei, some surviving official English documents use the spelling Tokei. However, this pronunciation is now obsolete, the name Tokyo was first suggested in 1813 in the book Kondō Hisaku, written by Satō Nobuhiro. When Ōkubo Toshimichi proposed the renaming to the government during the Meiji Restoration, according to Oda Kanshi, Tokyo was originally a small fishing village named Edo, in what was formerly part of the old Musashi Province. Edo was first fortified by the Edo clan, in the twelfth century
3.
Kanagawa Prefecture
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Kanagawa Prefecture is a prefecture located in southern Kantō region of Japan. The capital of the prefecture is Yokohama, Kanagawa is part of the Greater Tokyo Area. Kanagawa Prefecture is home to Kamakura and Hakone, two highly popular side trip destinations from Tokyo, the prefecture has some archaeological sites going back to the Jōmon period. About 3,000 years ago, Mount Hakone produced an explosion which resulted in Lake Ashi on the western area of the prefecture. It is believed that the Yamato dynasty ruled this area from the 5th century onwards, in the ancient era, its plains were very sparsely inhabited. In medieval Japan, Kanagawa was part of the provinces of Sagami, Kamakura in central Sagami was the capital of Japan during the Kamakura period. During the Edo period, the part of Sagami Province was governed by the daimyō of Odawara Castle, while the eastern part was directly governed by the Tokugawa shogunate in Edo. Commodore Matthew Perry landed in Kanagawa in 1853 and 1854 and signed the Convention of Kanagawa to force open Japanese ports to the United States. Nearby Yokosuka, closer to the mouth of Tokyo Bay, developed as a port and now serves as headquarters for the U. S. 7th Fleet. After the Meiji period, many lived in Yokohama City. The Meiji Government developed the first railways in Japan, from Shinbashi to Yokohama in 1872, the epicenter of the Great Kantō earthquake in 1923 was deep beneath Izu Ōshima Island in Sagami Bay. It devastated Tokyo, the city of Yokohama, surrounding prefectures of Chiba, Kanagawa, and Shizuoka. The sea receded as much as 400 metres from the shore at Manazuru Point, at Kamakura, the total death toll from earthquake, tsunami, and fire exceeded 2,000 victims. At Odawara, ninety percent of the buildings collapsed immediately, Yokohama, Kawasaki and other major cities were heavily damaged by the U. S. bombing in 1945. Casualties amounted to more than several thousand, after the war, General Douglas MacArthur, the chief commander of Supreme Commander of the Allied Powers for the Occupation of Japan, landed in Kanagawa, before moving to other areas. U. S. military bases remain in Kanagawa, including Camp Zama, Yokosuka Naval Base. In 1945, Kanagawa was the 15th most populous prefecture in Japan, in the years after the war, the prefecture underwent rapid urbanization as a part of the Greater Tokyo Area. The population as of September 1,2014, is estimated to be 9.1 million, Kanagawa became the second most populous prefecture in 2006
4.
Kawasaki Station
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Kawasaki Station is a railway station in Kawasaki, Kanagawa, Japan, operated by East Japan Railway Company. Kawasaki Station is served by the following JR East lines, the station has three island platforms serving six tracks. The Nambu Railway, which became the Nambu Line, opened on March 9,1927. Kawasaki City Tram operated a 6. 7-kilometre long line from its Shiden Kawasaki terminal in front of station to the now-closed Shiohama Station from 1944 to 1969. In fiscal 2014, the JR East station was used by an average of 204,153 passengers daily, the passenger figures for previous years are as shown below. Connected to the west side of the station is the Lazona Kawasaki Plaza shopping mall, connected to the east of the station is the Kawasaki BE shopping complex. There are also other commercial establishments around the station, including More-s Department Store, Yodobashi Camera. Keikyu Kawasaki Station, operated by the railway operator Keikyu is located to the northeast. The basement area of the adjoining Mores department store is home to what is dubbed the worlds shortest escalator, list of railway stations in Japan JR East station information
5.
East Japan Railway Company
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East Japan Railway Company is a major passenger railway company in Japan and one of the seven Japan Railways Group companies. The company name is abbreviated as JR-EAST or JR East in English. The companys headquarters are in Yoyogi, Shibuya, Tokyo, JR East was incorporated on 1 April 1987 after being spun off from the government-run Japanese National Railways. Following the breakup, JR East ran the operations on former JNR lines in the Greater Tokyo Area, the Tohoku region and its railway lines primarily serve Kanto and Tohoku regions, along with adjacent areas in Koshinetsu region and Shizuoka prefectures. JR East operates all of the Shinkansen, high-speed rail lines and these lines have sections inside the Tokyo Suburban Area designated by JR East. This does not necessarily mean that the lines are fully inside the Greater Tokyo Area, JR East aims to reduce its carbon emissions by half, as measured over the period 1990-2030. This would be achieved by increasing the efficiency of trains and company-owned thermal power stations, the Tokyo Metropolitan Police Department has stated that JR Easts official union is a front for an organized crime syndicate called the Japan Revolutionary Communist League. An investigation of this is ongoing, the East Japan Railway Culture Foundation is a non-profit organization established by JR East for the purpose of developing a richer railway culture. The Railway Museum in Saitama is operated by the foundation, EJRC has bid for the London Midland franchise in the United Kingdom. Winners will be announced on June 2017 and will start operating on October 2017, East Japan Railway Company Web Site JR East official apology for Inaho No.14 accident on 25 December 2005 Company history books. Wiki collection of works on East Japan Railway Company
6.
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
7.
E233 series
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The E233 series is a commuter and suburban electric multiple unit train type developed by East Japan Railway Company from the earlier E231 series and the E531 series design. Further variants were built for use on the Saikyo Line, Yokohama Line, the E233 series, according to the October 2005 press release, features two identical sets of the main equipment in case of failure. This is the first JR East stock to feature such backup measures, the E233 series provides for better accessibility for the disabled, and is designed to be more comfortable to ride overall than previous stock. The height between the platform and the train was reduced from the 80 mm of the 201 and 209 series to 30 mm, seats are 460 mm wide, compared to the 430 mm of the 201 series and 450 mm of the 209 series. For standing passengers the handle straps have been lowered by 50 mm compared to older train models and this stock also features an air filtration system to remove unpleasant smells. It also features liquid crystal display screens and automatic announcement system similar to those used on the E231 series rolling stock on the Yamanote Line. The stock is the first JR East stock to use full-colour LEDs for the indicators on the sides of the carriages. This is due to the fact that the Chuo Line has numerous types of services, the entire fleet of 688 E233 series vehicles was delivered by the end of March 2008. 4+6-car sets are used on the Ōme Line and Itsukaichi Line, an additional five cars were built at JR Easts Niitsu factory in 2009 to replace five cars from six-car set Ao661 withdrawn due to accident damage in 2008. JR East plans to add two bilevel Green cars to ten-car and six-car E233-0 series EMU sets operated on the Chuo Line, the Green cars will be positioned as cars 4 and 5 in the newly formed 12- and 8-car sets. A fleet of 83 ten-car E233 series sets was introduced on the Keihin-Tohoku and Negishi lines from autumn 2007, the first set was delivered in August 2007. The main difference over the earlier E233-0 series is the absence of passenger door controls, the first set entered service on 22 December 2007. Two cars, KuHa E233-1077 and SaHa E233-1277, involved in a derailment in February 2014 were scrapped in December 2016 and this is a narrow-bodied variant for Joban Line and Tokyo Metro Chiyoda Line inter-running services, replacing the 203 series and 207-900 series EMUs previously used. The first ten-car set was delivered to Matsudo Depot from Tokyu Car Corporation in May 2009 and it entered service on 9 September 2009. These trains have also used on inter-running services on Odakyu lines since 2016. The floor height is lowered to 1,130 mm for improved accessibility, compared to 1,200 mm for the earlier 203 series and 1,180 mm for the 207-900 series and 209-1000 series trains. As of 1 April 2017, the fleet consists of 19 ten-car sets, numbered 1 to 19, based at Matsudo Depot, cars 3 and 9 are equipped with one single-arm pantograph. Car 6 is equipped with two, the delivery dates for the fleet are as shown below
8.
Track gauge
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In rail transport, track gauge is the spacing of the rails on a railway track and is measured between the inner faces of the load-bearing rails. All vehicles on a network must have running gear that is compatible with the track gauge, as the dominant parameter determining interoperability, it is still frequently used as a descriptor of a route or network. There is a distinction between the gauge and actual gauge at some locality, due to divergence of track components from the nominal. Railway engineers use a device, like a caliper, to measure the actual gauge, the nominal track gauge is the distance between the inner faces of the rails. In current practice, it is specified at a distance below the rail head as the inner faces of the rail head are not necessarily vertical. In some cases in the earliest days of railways, the company saw itself as an infrastructure provider only. Colloquially the wagons might be referred to as four-foot gauge wagons, say and this nominal value does not equate to the flange spacing, as some freedom is allowed for. An infrastructure manager might specify new or replacement track components at a variation from the nominal gauge for pragmatic reasons. Track is defined in old Imperial units or in universally accepted metric units or SI units, Imperial units were established in United Kingdom by The Weights and Measures Act of 1824. In addition, there are constraints, such as the load-carrying capacity of axles. Narrow gauge railways usually cost less to build because they are lighter in construction, using smaller cars and locomotives, as well as smaller bridges, smaller tunnels. Narrow gauge is often used in mountainous terrain, where the savings in civil engineering work can be substantial. Broader gauge railways are generally expensive to build and require wider curves. There is no single perfect gauge, because different environments and economic considerations come into play, a narrow gauge is superior if ones main considerations are economy and tight curvature. For direct, unimpeded routes with high traffic, a broad gauge may be preferable, the Standard, Russian, and 46 gauges are designed to strike a reasonable balance between these factors. In addition to the general trade-off, another important factor is standardization, once a standard has been chosen, and equipment, infrastructure, and training calibrated to that standard, conversion becomes difficult and expensive. This also makes it easier to adopt an existing standard than to invent a new one and this is true of many technologies, including railroad gauges. The reduced cost, greater efficiency, and greater economic opportunity offered by the use of a common standard explains why a number of gauges predominate worldwide
9.
3 ft 6 in gauge railways
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Railways with a track gauge of 3 ft 6 in/1,067 mm were first constructed as horse-drawn wagonways. From the mid-nineteenth century, the 3 ft 6 in gauge became widespread in the British Empire, there are approximately 112,000 kilometres of 1,067 mm gauge track in the world. 1795 One of the first railways to use 3 ft 6 in gauge was the Little Eaton Gangway in England, other 3 ft 6 in gauge wagonways in England and Wales were also built in the early nineteenth century. 1862 In 1862 the Norwegian engineer Carl Abraham Pihl constructed the first 3 ft 6 in gauge railway in Norway,1865 In 1865 the Queensland Railways were constructed. Its 3 ft 6 in gauge was promoted by the Irish engineer Abraham Fitzgibbon,1868 In 1868 Charles Fox asks civil engineer Edmund Wragge to survey a 3 ft 6 in railway in Costa Rica. 1871 In 1871 the Canadian Toronto, Grey and Bruce Railway,1872 In January 1872 Robert Fairlie advocated the use of 3 ft 6 in gauge in his book Railways Or No Railways, Narrow Gauge, Economy with Efficiency v. Broad Gauge, Costliness with Extravagance. 1872 also saw the opening of the first 3 ft 6 in gauge railway in Japan,1873 On 1 January 1873, the first 3 ft 6 in gauge railway was opened in New Zealand, constructed by the British firm John Brogden and Sons. Earlier built 4 ft 8 1⁄2 in and broad gauge railways were converted to the narrower gauge. Also in 1873 the Cape Colony adopted the 3 ft 6 in gauge, after conducting several studies in southern Europe, the Molteno Government selected the gauge as being the most economically suited for traversing steep mountain ranges. Beginning in 1873, under supervision of Railway engineer of the Colony William Brounger, the Cape Government Railways rapidly expanded and the gauge became the standard for southern Africa. 1876 Natal also converted its short 10 kilometres long Durban network from 4 ft 8 1⁄2 in broad gauge prior to commencing with construction of a network across the colony in 1876. Other new railways in Southern Africa, notably Mozambique, Bechuanaland, after 1876 In the late nineteenth and early twentieth century numerous 3 ft 6 in gauge tram systems were built in the United Kingdom and the Netherlands. In Sweden, the gauge was nicknamed Blekinge gauge, as most of the railways in the province of Blekinge had this gauge. An alternate name for this gauge, Cape gauge, is named after the Cape Colony in what is now South Africa, the term Cape Gauge is used in other languages, such as the Dutch kaapspoor, German Kapspur, Norwegian kappspor and French voie cape. After metrication in the 1960s, the gauge was referred to in official South African Railways publications as 1065 mm instead of 1067 mm, the gauge is sometimes referred to as CAP gauge, after C. A. The gauge name Colonial Gauge was used in New Zealand, in Australia the imperial term 3 foot 6 inch is used. In some Australian publications the term medium gauge is also used, in Japan 1,067 mm gauge is referred to as kyōki, which directly translates as narrow gauge. It is defined in metric units, Cape Government Railways Heritage railway List of track gauges Norwegian gauge controversy South African Trains – A Pictorial Encyclopaedia Why Did Japan Choose the 36 Narrow Gauge
10.
Railway electrification system
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A railway electrification system supplies electric power to railway trains and trams without an on-board prime mover or local fuel supply. Electrification has many advantages but requires significant capital expenditure, selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to the revenue obtained for freight and passenger traffic. Different systems are used for urban and intercity areas, some electric locomotives can switch to different supply voltages to allow flexibility in operation, Electric railways use electric locomotives to haul passengers or freight in separate cars or electric multiple units, passenger cars with their own motors. Electricity is typically generated in large and relatively efficient generating stations, transmitted to the railway network, some electric railways have their own dedicated generating stations and transmission lines but most purchase power from an electric utility. The railway usually provides its own lines, switches and transformers. Power is supplied to moving trains with a continuous conductor running along the track usually takes one of two forms. The first is a line or catenary wire suspended from poles or towers along the track or from structure or tunnel ceilings. Locomotives or multiple units pick up power from the wire with pantographs on their roofs that press a conductive strip against it with a spring or air pressure. Examples are described later in this article, the second is a third rail mounted at track level and contacted by a sliding pickup shoe. Both overhead wire and third-rail systems usually use the rails as the return conductor. In comparison to the alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions. Electric locomotives are usually quieter, more powerful, and more responsive and they have no local emissions, an important advantage in tunnels and urban areas. Different regions may use different supply voltages and frequencies, complicating through service, the limited clearances available under catenaries may preclude efficient double-stack container service. Possible lethal electric current due to risk of contact with high-voltage contact wires, overhead wires are safer than third rails, but they are often considered unsightly. These are independent of the system used, so that. The permissible range of voltages allowed for the voltages is as stated in standards BS EN50163. These take into account the number of trains drawing current and their distance from the substation, railways must operate at variable speeds. Until the mid 1980s this was only practical with the brush-type DC motor, since such conversion was not well developed in the late 19th century and early 20th century, most early electrified railways used DC and many still do, particularly rapid transit and trams
11.
Overhead line
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An overhead line or overhead wire is used to transmit electrical energy to trams, trolleybuses, or trains. Overhead line is designed on the principle of one or more overhead wires situated over rail tracks, the feeder stations are usually fed from a high-voltage electrical grid. Electric trains that collect their current from overhead lines use a device such as a pantograph and it presses against the underside of the lowest overhead wire, the contact wire. Current collectors are electrically conductive and allow current to flow through to the train or tram, non-electric locomotives may pass along these tracks without affecting the overhead line, although there may be difficulties with overhead clearance. Alternative electrical power transmission schemes for trains include third rail, ground-level power supply, batteries and this article does not cover regenerative braking, where the traction motors act as generators to retard movement and return power to the overhead. To achieve good high-speed current collection, it is necessary to keep the wire geometry within defined limits. This is usually achieved by supporting the wire from a second wire known as the messenger wire or catenary. This wire approximates the path of a wire strung between two points, a catenary curve, thus the use of catenary to describe this wire or sometimes the whole system. This wire is attached to the wire at regular intervals by vertical wires known as droppers or drop wires. It is supported regularly at structures, by a pulley, link, the whole system is then subjected to a mechanical tension. As the contact wire makes contact with the pantograph, the insert on top of the pantograph is worn down. The straight wire between supports will cause the wire to cross over the whole surface of the pantograph as the train travels around the curve, causing uniform wear. On straight track, the wire is zigzagged slightly to the left. The movement of the wire across the head of the pantograph is called the sweep. The zigzagging of the line is not required for trolley poles. Depot areas tend to have only a wire and are known as simple equipment or trolley wire. When overhead line systems were first conceived, good current collection was only at low speeds. Compound equipment - uses a second wire, known as the auxiliary
12.
Tama River
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The Tama River is a major river in Yamanashi, Kanagawa and Tokyo Prefectures on Honshū, Japan. It is officially classified as a Class 1 river by the Japanese government and its total length is 138 kilometres, and the total of the rivers basin area spans 1,240 square kilometres. The river flows through Tokyo, on the line between Tokyo and Kanagawa. In the city, its banks are lined with parks and sports fields and its source is located at Mt. Kasadori in Koshu in Yamanashi Prefecture. From there, it flows eastward into mountainous western Tokyo, where the Ogōchi Dam forms Lake Okutama, below the dam, it takes the name Tama and flows eastwards through Chichibu Tama Kai National Park towards Ōme, Tokyo. It then flows southeast between Tama Hills and Musashino Terrace, at Hamura is the source of the historic Tamagawa Aqueduct built by the Tamagawa brothers in 1653 to supply water to Edo. Further downstream, the forms the boundary between Tokyo and the city of Kawasaki in Kanagawa Prefecture. Its mouth on the heavily industrialised Tokyo Bay is next to Haneda Airport, Tama River is very prone to flooding, and has wrought havoc on surrounding areas throughout history. On occasions the river changed its course after massive floods. As a result, there are locations where the place names on opposing sides of the river are the same. The current course was set as a result of a 1590 flood, levees have been in place for hundreds of years, but floodwaters have breached them numerous times in history. The levees have not been breached since 1974, projects to further upgrade the levees have been underway since 1990. As with most major rivers in Japan, the levees are some distance away from the river itself to accommodate the extra floodwater. Rapid post-war urbanization of surrounding areas took its toll on Tama River, pollution control measures and the rivers official designation as a wildlife protection zone have now led to the return of many species. Carp, rainbow trout, cherry salmon, iwana, ugui, recent moves to fit weirs with fish ladders have resulted in a steep increase in the numbers of ayu migrating upstream. Other fish such as loach inhabit the river, as do crabs, turtles, Japanese cormorants, kingfishers, white wagtails, spot-billed ducks, grey herons, little egrets, Japanese white-eyes, Mandarin ducks, and black-headed gulls are among birds often seen at the river. Various types of ducks have made a comeback after the 1969 designation of the river as a protection zone. The expanse of greenery between the levees and the river itself attract additional wildlife, in the summer of 2002, Tama-chan, a normally arctic male bearded seal first spotted in Tama River, became a major nationwide celebrity
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