1.
Tokyo Metro 1000 series
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The Tokyo Metro 1000 series is an electric multiple unit train type operated by the Tokyo subway operator Tokyo Metro in Japan on the Tokyo Metro Ginza Line since April 2012. The first trainset was delivered in September 2011 ahead of entry into service from 11 April 2012. The design of the new 1000 series trains is a rendition of the original 1000 series trains. The new 1000 series uses newly developed bogies with steerable axles to reduce noise on sharp curves. Toshiba PMSM are used, offering 20% energy savings compared to the VVVF inverter controlled motors used in earlier 01 series trains, the trains are lit entirely with LED lights, including the headlights, offering energy savings of 40% when compared to fluorescent lighting. The LED lighting is supplied by Panasonic Electric Works, the design was awarded the 2013 Blue Ribbon Award, presented annually by the Japan Railfan Club, and a presentation ceremony was held at Nakano Depot on 12 October 2013. The sets are formed as follows, with car 1 at the Shibuya end, the trains are finished in a lemon yellow livery applied using vinyl sheets, evoking the appearance of the original 1000 series trains introduced on the line in 1927. Sets 1139 and 1140 were finished to more resemble the original 1000 series trains. Internally, the new trains feature pairs of 17-inch LCD passenger information displays above each door, seat width is increased from 430 mm to 460 mm. Luggage racks and strap handles have been lowered by 100 mm compared to the 01 series trains. Sets 1139 and 1140 have retro-style interiors, with brass-coloured handrails and wood-grain effect walls, the LED lighting in these two sets can be altered to give an old-fashioned tungsten-lighting effect when used on special-event services. The first set was delivered from Nippon Sharyo in Toyokawa, Aichi on 17 September 2011 and it entered service on the Ginza Line from 11 April 2012. The second set was delivered from Nippon Sharyo in April 2013, the 40th and final set entered service on 12 March 2017. By 12 March 2017, all 40 sets were in operation, official website Nippon Sharyo 1000 series information
2.
Tokyo Metro
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Tokyo Metro Co. Ltd. commonly known as Tokyo Metro, is a rapid transit system in Tokyo, Japan. The company replaced the Teito Rapid Transit Authority, commonly known as Eidan or TRTA, Tokyo Metro is operated by Tokyo Metro Co. Ltd. a private company jointly owned by the Japanese government and the Tokyo metropolitan government. The company replaced the Teito Rapid Transit Authority, commonly known as Eidan or TRTA, TRTA was administered by the Ministry of Land, Infrastructure and Transport, and jointly funded by the national and metropolitan governments. It was formed in 1941, although its oldest lines date back to 1927 with the opening of the Tokyo Underground Railway the same year, the other major subway operator is Tokyo Metropolitan Bureau of Transportation which is owned solely by the government of Tokyo. Tokyo Metro and Toei trains form completely separate networks, though, most Tokyo Metro line offer through service to lines outside of central Tokyo run by other carriers, and this can somewhat complicate the ticketing. Much effort has made to make the system accessible to non-Japanese speaking users. Announcements also provide connecting line information, ticket machines can switch between English and Japanese user interfaces. Train stations are signposted in English and Japanese, there are also numerous signs in Chinese and Korean. Train stations are now also numbered on each color-coded line. In addition, some trains have interior LCD displays which display station names in Japanese, English, Chinese, Many stations are also designed to help blind people as railings often have Braille at their base, and raised yellow rubber guide strips are used on flooring throughout the network. Tokyo Metro stations began accepting contactless Pasmo stored value cards in March 2007 to pay fares, both these passes also can be used on surrounding rail systems throughout the area and many rail lines in other areas of Japan. Due to the complexity of the systems in Japan, most riders converted to these cards very quickly even though there is an additional charge to be issued a card. The Tokyo Metro is extremely punctual and has trains arriving less than five minutes apart most of the day. However, it not run 24 hours a day. While through service with other companies complicates this somewhat, the last train generally starts at midnight and completes its service by 01,00, Tokyo Metro indicated in its public share offering that it would cease line construction once the Fukutoshin Line was completed. That line was completed in March 2013 with the opening of the connection with the Tōkyū Tōyoko Line at Shibuya Station, allowing through service as far as Motomachi-Chūkagai Station in Yokohama. There are several such as the Hanzōmon Line that still have extensions in their official plans, and in the past. There are also some other rail project proposals in Tokyo which would involve large-scale tunneling projects and this line is often described as a bypass of the current Toei Asakusa Line
3.
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
4.
Third rail
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A third rail is a method of providing electric power to a railway locomotive or train, through a semi-continuous rigid conductor placed alongside or between the rails of a railway track. It is used typically in a transit or rapid transit system. Third rail systems are supplied from direct current electricity. The third-rail system of electrification is unrelated to the third used in dual gauge railways. Third-rail systems are a means of providing electric power to trains. On most systems, the rail is placed on the sleeper ends outside the running rails. The conductor rail is supported on ceramic insulators or insulated brackets, the trains have metal contact blocks called shoes which make contact with the conductor rail. The traction current is returned to the station through the running rails. The conductor rail is made of high conductivity steel. The conductor rails have to be interrupted at level crossings, crossovers, tapered rails are provided at the ends of each section, to allow a smooth engagement of the trains contact shoes. Because third rail systems present electric shock hazards close to the ground, a very high current must therefore be used to transfer adequate power, resulting in high resistive losses, and requiring relatively closely spaced feed points. The electrified rail threatens electrocution of anyone wandering or falling onto the tracks. This can be avoided by using platform screen doors, or the risk can be reduced by placing the rail on the side of the track away from the platform. There is also a risk of pedestrians walking onto the tracks at level crossings, the Paris Metro has graphic warning signs pointing out the danger of electrocution from urinating on third rails, precautions which Chicago did not have. The end ramps of conductor rails present a practical limitation on speed due to the impact of the shoe. The world speed record for a rail train is 174 km/h attained on 11 April 1988 by a British Class 442 EMU. In the event of a collision with an object, the beveled end ramps of bottom running systems can facilitate the hazard of having third rail penetrate the interior of a passenger car. This is believed to have contributed to the death of five passengers in the Valhalla train crash of 2015, third rail systems using top contact are prone to accumulations of snow, or ice formed from refrozen snow, and this can interrupt operations
5.
Automatic train control
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Automatic train control is a general class of train protection systems for railways that involves a speed control mechanism in response to external inputs. ATC can also be used with automatic operation and is usually considered to be the safety-critical part of the system. Over time there have many different safety systems labeled as automatic train control. The first was used from 1906 by the Great Western Railway, the term is especially common in Japan, where ATC is used on all Shinkansen lines and on some conventional rail lines as a replacement for ATS. The accident report for the 2006 Qalyoub accident mentions an ATC system, aTC-1 is used on the Tōkaidō and Sanyō Shinkansen since 1964. The system used on the Tōkaido Shinkansen is classified as ATC-1A, variants include ATC-1D and ATC-1W, the latter being used exclusively on the Sanyō Shinkansen. Since 2006, the Tōkaidō Shinkansens ATC-1A system has been superseded by ATC-NS, used on the Tōhoku, Jōetsu and Nagano Shinkansen routes, it utilized 0,30,70,110,160,210 and 240 km/h trackside speed limits. In recent years, ATC-2 has been superseded by DS-ATC, the Japanese ATC-2 system is not to be confused with the Ansaldo L10000 ATC system, which is similar to the EBICAB ATC system and both systems are used in parts of Continental Europe. Actually the first implementation of ATC in Japan, it was first used on Tokyo Metro Hibiya Line in 1961, both lines converted to New CS-ATC in 2003 and 2007 respectively. WS-ATC is also used on 5 Osaka Municipal Subway lines, first used on the Tokyo Metro Chiyoda Line in 1971, CS-ATC, is an analogue ATC technology using ground-based control, and, like all ATC systems, used cab signalling. CS-ATC uses trackside speed limits of 0,25,40,55,75 and 90 km/h and its use has extended to include the Tokyo Metro Ginza Line, Tokyo Metro Marunouchi Line, and most recently, the Tokyo Metro Yurakucho Line. It is also used on all Nagoya Municipal Subway lines and 3 Osaka Municipal Subway lines, introduced on the Sōbu Line and the Yokosuka Line from 1972 to 1976, it utilized trackside speed limits of 0,25,45,65,75 and 90 km/h. ATC-5 was deactivated on both lines in 2004 in favour of ATS-P, introduced in 1972, used on the Saikyō Line and Keihin-Tōhoku Line and Yamanote Line. Some freight trains were fitted with ATC-6 as well, in 2003 and 2006, the Keihin-Tōhoku and Yamanote Lines replaced their ATC-6 systems with D-ATC. Used on the Chikuhi Line in Kyushu, developed from ATC-4, ATC-10 can be partially compatible with D-ATC and completely compatible with the older CS-ATC technology. ATC-10 can be seen as a hybrid of analogue and digital technology and it is used on the Tokyo Metro Hanzomon Line, Tokyo Metro Hibiya Line, Tōkyū Den-en-toshi Line, Tōkyū Tōyoko Line and Tsukuba Express. Used on the Kaikyō Line along with Automatic Train Stop since 1988, Digital ATC is a digitized form of automatic train control in use on a few Japan Railway lines. The following forms of Digital ATC are in existence, used on non-high speed lines on some East Japan Railway Company lines
6.
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
7.
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
8.
LED lamp
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An LED lamp is a light-emitting diode product which is assembled into a lamp for use in lighting fixtures. The LED lamp market is projected to grow by more than twelve-fold over the decade, from $2 billion in the beginning of 2014 to $25 billion in 2023. As of 2016, LEDs use only about 10% of the energy an incandescent lamp requires, the initial cost of LED is usually higher. Degradation of LED dye and packaging materials reduces light output to some extent over time, Some LED lamps are made to be a directly compatible drop-in replacement for incandescent or fluorescent lamps. LEDs are adversely affected by temperature, so LED lamps typically include heat dissipation elements such as heat sinks. LED drivers are the components of LED lamps or luminaries. A good LED driver can guarantee a life for an LED system and provide additional features such as dimming. The LED drivers can be put inside lamp or luminaire, which is called a type, or be put outside. Before electric lighting became common in the early 20th century, people used candles, gas lights, oil lamps, humphry Davy developed the first incandescent light in 1802, followed by the first practical electric arc light in 1806. By the 1870s, Davys arc lamp had been successfully commercialized, the first LEDs were developed in the early 1960s, however, they were low-powered and only produced light in the low, red frequencies of the spectrum. The first high-brightness blue LED was demonstrated by Shuji Nakamura of Nichia Corporation in 1994, isamu Akasaki, Hiroshi Amano and Nakamura were later awarded the 2014 Nobel prize in physics for the invention of the blue LED. The EISA legislation established basic requirements and prize amounts for each of the two categories, and authorized up to $20 million in cash prizes. The competition also included the possibility for winners to obtain federal purchasing agreements, utility programs, in May 2008, they announced details of the competition and technical requirements for each category. Lighting products meeting the requirements could use just 17% of the energy used by most incandescent lamps in use today. That same year the DOE also launched the Energy Star program for solid-state lighting products, the EISA legislation also authorized an additional L Prize program for developing a new 21st Century Lamp. Philips Lighting ceased research on compact fluorescents in 2008 and began devoting the bulk of its research, on 3 August 2011, DOE awarded the prize in the 60 W replacement category to a Philips LED lamp after 18 months of extensive testing. Early LED lamps varied greatly in chromaticity from the incandescent lamps they were replacing, a standard was developed, ANSI C78. 377-2008, that specified the recommended color ranges for solid-state lighting products using cool to warm white LEDs with various correlated color temperatures. In June 2008, NIST announced the first two standards for lighting in the United States
9.
Kumamoto Electric Railway 01 series
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The Kumamoto Electric Railway 01 series is a DC electric multiple unit train type operated by the private railway operator Kumamoto Electric Railway in Japan, since 16 March 2015. As of 1 April 2016 two two-car sets are in operation, formed as follows with one motored car and one non-powered trailer car, the Mc cars have two single-arm pantographs. Passenger accommodation consists of longitudinal bench seating, former Tokyo Metro 01 series driving cars 01-136 and 01-636 were sold to the Kumamoto Electric Railway in February 2015. The modified two-car set entered service on 16 March 2015, two more cars, 01-135 and 01-635, were acquired during fiscal 2015
10.
University of Tokyo
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The University of Tokyo, abbreviated as Todai, is a research university located in Bunkyo, Tokyo, Japan. The university has 10 faculties with a total of around 30,000 students,2,100 of whom are foreign and its five campuses are in Hongō, Komaba, Kashiwa, Shirokane and Nakano. It is the first of Japans National Seven Universities, the university was chartered by the Meiji government in 1877 under its current name by amalgamating older government schools for medicine and Western learning. It was renamed the Imperial University in 1886, and then Tokyo Imperial University in 1897 when the Imperial University system was created, in September 1923, an earthquake and the following fires destroyed about 700,000 volumes of the Imperial University Library. The books lost included the Hoshino Library, a collection of about 10,000 books, the books were the former possessions of Hoshino Hisashi before becoming part of the library of the university and were mainly about Chinese philosophy and history. In 1947, after Japans defeat in World War II, it re-assumed its original name, although the university was founded during the Meiji period, it has earlier roots in the Astronomy Agency, Shoheizaka Study Office, and the Western Books Translation Agency. These institutions were government offices established by the 徳川幕府 Tokugawa shogunate, kikuchi Dairoku, an important figure in Japanese education, served as president of Tokyo Imperial University. For the 1964 Summer Olympics, the university hosted the running portion of the pentathlon event. On 20 January 2012, Todai announced that it would shift the beginning of its academic year from April to September to align its calendar with the international standard, the shift would be phased in over five years. But this unilateral announcement by the president was received badly and the university abandoned the plans, according to the Japan Times, the university had 1,282 professors in February 2012. In 2014, the School of Science at the University of Tokyo introduced an undergraduate transfer program called Global Science Course. Academic Ranking of World Universities ranked the University of Tokyo 1st in Asia, Times Higher Education World University Rankings ranked the University of Tokyo 27th in the world in 2013 and 1st in the Asia University ranking in 2013. In 2015, Times Higher Education World University Rankings ranked the institution 23rd in the world and it ranks 12th in the world according to the Times Higher Education World Reputation Rankings 2016. QS World University Rankings in 2011 ranked the University of Tokyo 25th in the world, in the 2011 QS Asian University Rankings, which employs a different methodology, the University of Tokyo came 4th. Currently, University of Tokyo holds ranks 9th & 11th respectively for Natural Sciences & Engineering, Times Higher Education World Reputation Rankings ranked the University of Tokyo 12th in the world also 1st in Asia in 2016. Global University Ranking ranked the University of Tokyo 3rd in the world, Human Resources & Labor Review, a human competitiveness index & analysis published in Chasecareer Network, ranked the university 21st internationally and 1st in Asia in 2010. Mines ParisTech, Professional Ranking World Universities ranked the University of Tokyo 2nd in the world on the basis of the number of alumni listed among CEOs in the 500 largest worldwide companies, nature Publishing Index ranked the University of Tokyo 5th in the world in 2011. The main Hongo campus occupies the estate of the Maeda family
