1.
Yokosuka Line
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The Yokosuka Line is a railway line in Japan operated by the East Japan Railway Company. The Yokosuka Line connects Tokyo Station with Kurihama in Yokosuka, Kanagawa, Yokosuka Line local trains make all stops. Most trains have 11 cars, with two of those being Green cars, other trains between Tokyo and Zushi are made up of 15 cars—an 11-car set joined to a 4-car set. The Airport Narita rapid service operates as a train within the Yokosuka Line. Shōnan-Shinjuku Line local trains make all stops on the Yokosuka Line between Nishi-Ōi and Zushi, for information on the Narita Express and other limited express services, see their respective articles. The Yokosuka Line has through service onto the Sōbu Line to Chiba, on April 22,1887 the Cabinet ordered the Government Railways to build the line with the budget diverted from the fund for the Tōkaidō Line construction. After the survey from July to December 1887, the construction of the railway between Ōfuna and Yokosuka started in January 1888 and completed in June 1889 spending 408,480 yen in total, the operation of the line started on June 16,1889. The Hinkaku Line was originally built to divert traffic from the busy Tōkaidō Main Line. After a 1967 explosion, freight trains were banned from portions of the central Tokyo rail network, the new Musashino Line was connected to the Hinkaku Line roughly 6 km north of Tsurumi Station near Musashi-Kosugi, siphoning off nearly all freight traffic after its opening in 1975. This left a substantial chunk of the double-tracked, mostly grade-separated Hinkaku Line disused, two new stations were constructed, one adjacent to the existing Kashimada Station on the Nambu Line in 1980 and another at Nishi-Ōi in 1986. Musashi-Kosugi Station, the station in this section opened in 2010 and provides a transfer to the Nambu Line as well as the Tōkyū Tōyoko
2.
E217 series
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The E217 series is a suburban electric multiple unit train type operated by East Japan Railway Company in the Kantō region of Japan since 1994. Introduced in 1994 to replace the 113 series EMUs running on the Sōbu Line and Yokosuka Line, the basic design was developed from the 209 series commuter EMUs. It replaced all the Yokosuka Line 113 series trains by 1999, the trains were built jointly by Kawasaki Heavy Industries, Tokyu Car, and JR East. They use Mitsubishi GTO thyristors and VVVF inverters with Mitsubishi MT68 traction motors, Cars 3,9, and +3 are each fitted with one scissors pantograph. 10-car sets and 5-car sets based at Kōzu Depot for Tokaido Main Line services Cars numbered in the -1000 and -2000 subseries have longitudinal bench seating, Cars 3,9, and 13 are each fitted with one scissors pantograph. The E217 series trains entered service from 3 December 1994. In March 2006, three 15-car trains were reformed as 10+5-car sets and transferred to Kōzu depot for use from 14 March 2006 on Tokaido Main Line duties out of Tokyo alongside E231 series trains. The sets were repainted into the same Shonan color scheme of orange, as of April 2011, only one pair remained at Kōzu depot. A programme of refurbishment on the fleet commenced from 2008, externally, sets received lighter blue and cream stripes
3.
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
4.
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
5.
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
6.
Ochanomizu Station
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Ochanomizu Station is a railway station in Tokyo, Japan, operated by East Japan Railway Company and the Tokyo subway operator Tokyo Metro. JR Easts Ochanomizu station lies next to the Kanda River, during the Edo period, the Kanda River was rerouted to pass through Ochanomizu, which was otherwise a highland between two valleys. Hijiribashi crosses over the river near a station exit, the subway Marunouchi Line makes a short above-ground appearance as it passes over the river. Holy Resurrection Cathedral is easily accessible from the Hijiribashi Exit of this station, the Ochanomizu neighborhood is known for its many guitar and instrument shops. The Tokyo Metro station is located in Bunkyō Ward, separate from the JR East station, the area is also served by the Chiyoda Line at Shin-Ochanomizu, which is connected to Ogawamachi station on the Toei Shinjuku Line. The JR East portion of the station has two platforms serving four tracks. Tracks 1 and 4 serve trains on the Chūō Line whilst tracks 2 and 3 are used by trains on the Chūō-Sōbu Line, there are two exits from Ochanomizu to street level. The larger of the two is the Ochanomizu-bashi exit on the end of the station which features ticket vending machines, a JR reservation office, toilets. The other is the Hijiri-bashi exit which only has ticket vending machines, the Tokyo Metro station consists of two side platforms serving two tracks. The JR East station opened on 31 December 1904, the Tokyo Metro station opened on 20 January 1954. In fiscal 2013, the JR East station was used by 104,737 passengers daily, in fiscal 2013, the Tokyo Metro station was used by an average of 55,529 passengers per day, making it the 66th-busiest station operated by Tokyo Metro. The average daily passenger figures for each operator in previous years are as shown below, note that JR East figures are for boarding passengers only. The Toei Bus operates local bus services from the following Ochanomizu Station bus stops
7.
Akihabara Station
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Akihabara Station is a railway station in Tokyos Chiyoda ward. It is at the center of the Akihabara shopping district specializing in electronic goods, Akihabara Station is served by the following lines. Chest-high platform edge doors were installed on the Yamanote Line platforms in May 2015, there are two underground side platforms serving two tracks. The song Koi Suru Fortune Cookie by AKB48 is to be used as the melody on the Hibiya Line platforms from spring 2016. There is an island platform serving two tracks. Akihabara Station was opened in November 1890 as a terminal linked to Ueno Station via tracks following the course of the modern day Yamanote Line. It was opened to traffic in 1925 following the construction of the section of track linking Ueno with Shinbashi via Tokyo Station. The Hibiya Line subway station was opened on May 31,1962 with the extension from Naka-Okachimachi to Ningyōchō. On August 24,2005, the terminus of the new Tsukuba Express Line opened at Akihabara. The entire station complex, including the JR station, was refurbished and enlarged in preparation for the opening of the Tsukuba Express. In fiscal 2013, the JR East station was used by an average of 240,327 passengers daily, over the same fiscal year, the Tokyo Metro station was used by an average of 122,576 passengers daily, making it the 23rd busiest Tokyo Metro station. The passenger figures for years are as shown below. Note that JR East figures are for boarding passengers only, the main attraction is the Akihabara electronics retail district to the north and west of the station
8.
Tokyo Station
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Tokyo Station is a railway station in the Marunouchi business district of Chiyoda, Tokyo, Japan, near the Imperial Palace grounds and the Ginza commercial district. Served by Shinkansen high-speed rail lines, Tokyo Station is the intercity rail terminal in Tokyo. It is the busiest station in Japan in terms of number of trains per day, and it is also served by many regional commuter lines of Japan Railways, as well as the Tokyo Metro network. It is also possible to walk to the Nijūbashimae, Hibiya, Yūrakuchō, Ginza, and Higashi-ginza Stations completely underground, but these stations can usually be reached more quickly by train. Tokyo Station is also an intercity bus terminal, with regular midday service to several cities in the Kantō region and overnight service to the Kansai. The main station façade on the side of the station is brick-built. The main station consists of 10 island platforms serving 20 tracks, the main concourse runs east-west below the platforms. The Shinkansen lines are on the east side of the station, the whole complex is linked by an extensive system of underground passageways which merge with surrounding commercial buildings and shopping centres. Originally, lines 3 through 10 were numbered as lines 1 through 8 and additional lines were numbered sequentially from west to east through the opening of the Tokaido Shinkansen in 1964. Lines 9 through 13 were used for the Tokaido Main Line and Yokosuka Line but were removed in 1988, the current Chuo Main Line platform opened in 1995 as lines 1 and 2, and other lines were renumbered accordingly, leaving lines 10 and 11 unused. The current line numbering became effective in 1997, when one of the Tokaido Main Line platforms was repurposed for the Joetsu Shinkansen as lines 20 and 21, the existing Tohoku Shinkansen platforms were simultaneously renumbered as 22 and 23. In 1889, a Tokyo municipal committee drew up plans for a railway line connecting the Tōkaidō Main Line terminal at Shinbashi to the Nippon Railway terminal at Ueno. The Imperial Diet resolved in 1896 to construct a new station on line called Central Station. Construction was delayed due to the outbreak of the First Sino-Japanese War and Russo-Japanese War, the three-story station building was designed by architect Tatsuno Kingo as a restrained celebration of Japans costly victory in the Russo-Japanese War. The building is rumored to be fashioned after Amsterdam Centraal railway station in the Netherlands. Terunobu Fujimori, a scholar of Western architecture, denies the rumor, Tokyo Station opened on December 20,1914 with four platforms, two serving electric trains and two serving non-electric trains. The Chūō Main Line extension to the station was completed in 1919, during this early era, the station only had gates on the Marunouchi side, with the north side serving as an exit and the south side serving as an entrance. In 1921, Prime Minister Hara Takashi was assassinated at the south gates, the Yaesu side of the station opened in 1929
9.
Kameido Station
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Kameido Station is a railway station in Kōtō, Tokyo, Japan, operated by East Japan Railway Company and the private railway operator Tobu Railway. Kameido Station is served by the JR East Chūō-Sōbu Line and the 3.4 km Tobu Kameido Line from Hikifune and this station consists of an island platform serving two tracks. The JR station opened on December 1,1894, the Tobu Kameido Line station opened on April 5,1904. Kameido Tenjinja Shrine Yomiuri College of Car Mechanics JR East station information Tobu station information
10.
Kanamachi Station
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Kanamachi Station is a railway station on the Jōban Line in Katsushika, Tokyo, Japan, operated by East Japan Railway Company. The station is adjacent to Keisei Kanamachi Station operated by the Keisei Electric Railway, Kanamachi Station is served by Jōban Line local services with through services to and from the Tokyo Metro Chiyoda Line. The station consists of a platform serving two tracks for local services. There are also two tracks for Rapid services and three for freight services, the station has a Midori no Madoguchi ticket office and a View Plaza travel agency. Kanamachi Station opened on 27 December 1897, in fiscal 2010, the station was used by an average of 43,971 passengers daily. Keisei Kanamachi Station Mizumoto Park Edogawa River National Route 6 List of railway stations in Japan JR East station information
11.
Nishi-Funabashi Station
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Nishi-Funabashi Station is a railway station in Funabashi, Chiba, Japan, operated by East Japan Railway Company, Tokyo Metro, and the Tōyō Rapid Railway. It is the eastern-most station of the Tokyo subway network, lying in Chiba prefecture, Nishi-Funabashi Station is served by the following lines. The high-level station serves the Keiyō and Musashino Lines, the low level is served by the Sōbu, Tōzai and Tōyō Rapid Railway Lines. Platforms 1 and 2 are for Sōbu Line trains for Funabashi, Tsudanuma and Chiba, platforms 2 and 3 share the same track and are often used to terminate trains from Ochanomizu. Platform 6 is mainly used for terminating Tōzai Line trains, although it is used for services in peak hours. Platform 7 is mainly used for Tōzai Line trains, and platform 8 is exclusively for Tōzai Line trains, the high-level station consists of platforms 9 to 12. Normally platforms 9 and 10 are used by Musashino Line trains, platform 11 is used by trains to Tokyo and platform 12 by trains to Minami-Funabashi, Shin-Narashino, the station opened on the Sobu Line on November 10,1958, initially serving passengers only. It moved into a new building on December 15,1968. The Eidan Tozai Line arrived here on March 29,1969, freight services commenced on April 8. The high-level station opened on October 2,1978, when platforms 9 and 10 started being used as the terminus of the Musashino Line, on March 3,1986, platforms 9 and 10 opened for use by the initial section of the Keiyo Line. Freight services ceased on November 1,1986, the next part of the Keiyō Line opened on December 1,1988. At the same time, through services began between the Keiyo and Musashino Lines, the Tōyō Rapid Railway Line opened on April 27,1996, with through services to the Eidan Tōzai Line from the first day. The Dila Nishi-Funabashi station building opened on January 15,2005. In fiscal 2013, the JR East station was used by 130,814 passengers daily, in fiscal 2013, the Tokyo Metro station was used by an average of 279,770 passengers per day. Note that the statistics consider passengers who travel through Nishi-Funabashi station on a service as users of the station. In fiscal 2011, the Tōyō Rapid Railway station was used by an average of 52,004 passengers daily, the daily passenger figures for JR East and Tokyo Metro in previous years are as shown below. Note that JR East figures are for boarding passengers only
12.
Musashino Line
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The Musashino Line is a railway line operated by the East Japan Railway Company. It links Tsurumi Station in Yokohama with Nishi-Funabashi Station in Chiba Prefecture, the line forms part of what JR East refers to as the Tokyo Mega Loop around Tokyo, consisting of the Keiyo Line, Musashino Line, Nambu Line, and Yokohama Line. Most services on the Musashino Line are local trains making all stops, some trains continue through the Keiyō Line past Nishi-Funabashi to Tokyo, Minami-Funabashi or Kaihimmakuhari. All passenger trains begin service at Fuchū-Hommachi Station, details on the Musashino South Line freight-only section can be found below the passenger station list, Ōmekaidō Station is approximately 10 minutes walk from Shin-Kodaira Station. Trains on the Musashino Line are normally formed of 205 series, the 205-0 series sets were built from new for the Musashino Line, entering service from 1 December 1991, and have six motored cars per eight-car set. These were the last 205 series sets to be built from new, the 205-5000 series sets were modified between 2002 and 2008 from displaced former Yamanote Line sets by adding new VVVF-controlled AC motors, and have four motored cars per eight-car set. The 209-500 series sets were transferred from the Keiyo Line, where they were displaced by new E233-5000 series sets and reduced from ten to eight cars per set. 101-1000 series 6-car EMUs 103 series 6-car, later 8-car EMUs 201 series 6-car EMUs 165 and 169 series EMUs were used on Shinkansen Relay services,115 series EMUs were used on Musashino services from 2002 until the services were downgraded to all-stations Local status in December 2010. Locomotive types seen hauling freight trains include the Class EF64, Class EF65, Class EF66, Class EF81, Class EF200, Class EF210, Class EH200, Class EH500, Class DE10, and Class HD300. The Musashino Line was initially envisioned as a Tokyo Outer Loop Line in a 1927 railway appropriations bill, construction finally began in November 1965. In 1967, a train carrying jet fuel to Tachikawa Air Base in western Tokyo exploded while passing through Shinjuku Station and this disaster led to the banning of freight trains on railway lines in central Tokyo and sped the development of the Musashino Line as an alternative route. Because most of the line passed through populated areas, it was initially envisioned as a freight-only line. However, opposition from residents, at the same time as the violent landowner battles plaguing Narita International Airport. The first section of the line between Fuchū-Hommachi and Shin-Matsudo opened on 1 April 1973, services operated at 15-minute intervals in the morning peak, and at 40-minute intervals during the daytime off-peak. The southern freight-only line from Fuchū-Hommachi to Tsurumi opened on 1 March 1976, the eastern section of the line from Shin-Matsudo to Nishi-Funabashi opened on 2 October 1978. Inter-running to and from the Keiyo Line commenced on 1 December 1988, from the start of the 1 December 1996 timetable revision, all of the Musashino Line 103 series sets were lengthened from six to eight cars. Osaka Higashi Line, envisioned as a counterpart in the Osaka area Aichi Loop Line, counterpart around Nagoya Stations of the Musashino Line
13.
Tsudanuma Station
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Tsudanuma Station is a railway station located in Narashino, Chiba, Japan. It is served by the Sōbu Main Line operated by East Japan Railway Company, East Japan Railway Company Sōbu Line Chūō-Sōbu Line Tsudanuma Station consists of three island platforms serving six tracks. The station opened on September 21,1895, in fiscal 2013, the station was used by an average of 104,082 passengers daily, making it the 35th-busiest station operated by JR East. The daily passenger figures in previous years are as shown below, shin-Tsudanuma Station Chiba Institute of Technology Tsudanuma Station Information
JR East lines
Tokyo Metro lines
Toei subway lines
Yokohama Municipal
Keikyu
Keio
Keisei
Odakyu
Seibu
Sotetsu
Tobu
Tokyu
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