1.
Kawasaki Heavy Industries Rolling Stock Company
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Kawasaki Heavy Industries Rolling Stock Company is the rolling stock production division of Kawasaki Heavy Industries. Since beginning operations in 1906, the company has produced more than 90,000 Railroad cars, as indicated by the company name, the company mainly produces railroad vehicles. Recently Kawasaki has received orders from customers in countries, including Ireland. All products manufactured for the US rail market are sold through Kawasaki Rail Car Inc. another division of Kawasaki Heavy Industries, because of substantial sales to the New York City Subway and various commuter lines, an overseas assembly plant has been established in Yonkers, New York. Another assembly plant in Lincoln, Nebraska produces fully completed cars and knocked down cars that can be completed at the Yonkers facility. K
2.
Kinki Sharyo
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The Kinki Sharyo Co. Ltd. is an Osaka, Japan-based manufacturer of railroad vehicles. It is a company of Kintetsu Corporation. In business since 1920 and renamed The Kinki Sharyo Co and they have produced light rail vehicles used by a number of transportation agencies. Kinki Sharyo is listed on the Tokyo Stock Exchange, bostons MBTA Green Line LAs Metro Blue, Expo, and Gold lines. SP1900/1950 EMU, serving the West Rail Line, Ma On Shan Line, extra SP1000/1950 carriages for the Sha Tin to Central Link, ordered 2014. Philippines Manila Light Rail Transit System Singapores Mass Rapid Transit system Egypts Cairo Metro Trans-Australian Express train coaches, alexandria, Egypt trams Kinki Sharyo also produces steel doors, known as the KJ series, for public housing in Japan. Cairo Metro M, N1 and N2 Cars for No.1 Line M, N1, N2 and T Cars for No
3.
Nippon Sharyo
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Nippon Sharyo, Ltd. formed in 1896, is a major rolling stock manufacturer based in Nagoya, Japan. In 1996, it abbreviated its name to 日本車両 Nippon Sharyō and its shortest abbreviation is Nissha 日車. It was a company on Nikkei 225 until 2004. It is listed on the Tokyo Stock Exchange and Nagoya Stock Exchange as ticker 7102, in 2008, Central Japan Railway Company became the majority shareholder of the financially struggling Nippon Sharyo making the firm a consolidated subsidiary of JR Central. In July 2012 Nippon Sharyo USA started production in their new facility in Rochelle, shinko Diesel Multiple Units for short distance line like Surabaya-Lamongan, Surabaya-Sidoarjo, etc. The DMU made in 1982 upwards are refurbished with Cummins Engine and this restored steam engine now sits in the foyer of the Yasukuni War Museum in Tokyo. Japanese veterans groups raised funds to return the locomotive from Burma to Japan in 1979, during World War II, Nippon Sharyo, like many major Japanese companies, drew upon prisoner of war labour to maintain war production. The POW camp at Narumi provided Allied POW forced labour for Nippon Sharyo
4.
Japan Transport Engineering Company
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Japan Transport Engineering Company is a manufacturer of heavy rail cars in Japan, formerly known as Tokyu Car Corporation. The company is based in Kanazawa-ku, Yokohama, and a member of East Japan Railway Company group, J-TREC manufactures rail vehicles not only for JR East and Tokyu Corporation but for other Japanese operators, including various Japan Railways Group companies and international operators as well. Tokyu Car Corporation, the root of J-TREC, was founded on 23 August 1948, Tokyu Car was a licensee of early-generation stainless-steel commuter EMU train body and related bogie technology from the Budd Company of the United States. Since then, Tokyu Car has specialised in stainless-steel body car technology and it is to be subsequently split into two companies, Tokyu Car Engineering and Keihin Steel Works. Both companies will be subsidiaries of JR East, the remaining parts and machinery manufacturing division will be sold to ShinMaywa Industries. On 2 April 2012, divisions were sold and renamed, with Mitsui Iarnród Éireann/Irish Rail InterCity fleet replacement. Tokyu Car was the supplier for a fleet of high specialist 22000 Class DMUs capable of 160 km/h operation. Coaches were built by Rotem and specialist diesel-hydraulic power packs were built by MTU Friedrichshafen, Japan, Kōyūsha Co. Ltd. pp. 110–113. Japan Transport Engineering Company Tokyu Car Corporation Profile
5.
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
6.
Tokyo Metro Marunouchi Line
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The Tokyo Metro Marunouchi Line is a subway line in Tokyo, Japan, operated by the Tokyo subway operator Tokyo Metro. The line runs in a U-shape between Ogikubo Station in Suginami and Ikebukuro Station in Toshima, with a line between Nakano-Sakaue Station and Hōnanchō Station. The official name is Line 4 Marunouchi Line, the Marunouchi Line is the second line to be built in the city, and the first one constructed after the Second World War. Along with the Ginza Line, it is self-enclosed and does not have any through services with other railway lines, the Marunouchi Line is served by Tokyo Metro 02 series rolling stock in six-car trains on the main line, and three-car trains on the Hōnanchō branch. The main line is the most frequent subway line in Tokyo and its age and relatively short train length has made it one of the most crowded lines in Tokyo, although the 2000 opening of the Toei Ōedo Line has relieved the problem somewhat. In response to crowding, Tokyo Metro upgraded all stations with platform doors on March 28,2009. The Hōnanchō branch switched to driver-only operation in July 2004, due to the age of the Marunouchi Line and the relative shallowness at which it runs, at several points in central Tokyo trains run at or above ground level. These include Yotsuya Station, the Kanda River near Ochanomizu Station, on maps, diagrams and signboards, the line is shown using the color red. Its stations are given using the prefix M, Hōnanchō branch line stations carry the prefix Mb. All stations are located in Tokyo, Marunouchi Line services are operated using a fleet of 53 Tokyo Metro 02 series six-car EMUs in service since 1988 together with six three-car sets used on Hōnanchō branch services. All trains are based at Koishikawa and Nakano Depots, a fleet of 53 new six-car trains is scheduled to be introduced from fiscal 2018, replacing the 02 series trains by fiscal 2022. TRTA 300/400/500/900 series TRTA100 series TRTA2000 series The Marunouchi Line is the subway line to be built in the city. Its design is similar to that of the Ginza Line, the oldest subway line in Tokyo. In a 1925 plan for a subway system, the Marunouchi Line was planned to run from Shinjuku to Ōtsuka via Hibiya, Tsukiji and Okachimachi. A1.2 km segment between Akasaka-mitsuke and Yotsuya began construction in 1942, but was abandoned in 1944 as a result of the effects of World War II. On December 7,1946, the Marunouchi Line was revised to begin from Nakano-fujimichō to the Mukōhara neighbourhood in Toshima Ward via Kanda and Ikebukuro, for a total length of 22.1 km. On March 30,1951, a ceremony was held at Ikebukuro Station East Exit to begin construction of the initial 7.7 km segment of the Marunouchi Line. The first section was opened between Ikebukuro and Ochanomizu on January 20,1954, the Marunouchi Line was one of the lines targeted in the Aum sarin gas attack on March 20,1995
7.
Acceleration
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Acceleration, in physics, is the rate of change of velocity of an object with respect to time. An objects acceleration is the net result of any and all forces acting on the object, the SI unit for acceleration is metre per second squared. Accelerations are vector quantities and add according to the parallelogram law, as a vector, the calculated net force is equal to the product of the objects mass and its acceleration. For example, when a car starts from a standstill and travels in a line at increasing speeds. If the car turns, there is an acceleration toward the new direction, in this example, we can call the forward acceleration of the car a linear acceleration, which passengers in the car might experience as a force pushing them back into their seats. When changing direction, we call this non-linear acceleration, which passengers might experience as a sideways force. If the speed of the car decreases, this is an acceleration in the direction from the direction of the vehicle. Passengers may experience deceleration as a force lifting them forwards, mathematically, there is no separate formula for deceleration, both are changes in velocity. Each of these accelerations might be felt by passengers until their velocity matches that of the car, an objects average acceleration over a period of time is its change in velocity divided by the duration of the period. Mathematically, a ¯ = Δ v Δ t, instantaneous acceleration, meanwhile, is the limit of the average acceleration over an infinitesimal interval of time. The SI unit of acceleration is the metre per second squared, or metre per second per second, as the velocity in metres per second changes by the acceleration value, every second. An object moving in a circular motion—such as a satellite orbiting the Earth—is accelerating due to the change of direction of motion, in this case it is said to be undergoing centripetal acceleration. Proper acceleration, the acceleration of a relative to a free-fall condition, is measured by an instrument called an accelerometer. As speeds approach the speed of light, relativistic effects become increasingly large and these components are called the tangential acceleration and the normal or radial acceleration. Geometrical analysis of space curves, which explains tangent, normal and binormal, is described by the Frenet–Serret formulas. Uniform or constant acceleration is a type of motion in which the velocity of an object changes by an amount in every equal time period. A frequently cited example of uniform acceleration is that of an object in free fall in a gravitational field. The acceleration of a body in the absence of resistances to motion is dependent only on the gravitational field strength g
8.
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
9.
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
10.
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
