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.
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
3.
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
4.
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
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
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Current collector
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Those for overhead wires are roof-mounted devices, those for third rails are mounted on the bogies. Typically, they have one or more spring-loaded arms that permit the working engagement with the rail or overhead wire, the collector arm pushes the contact shoe against the contact wire or rail. As the vehicle moves, the shoe slides along the wire or rail to draw the electricity needed to run the vehicles motor. The current collector arms are electrically conductive but mounted insulated on the vehicles roof, an insulated cable connects the collector with the switch, transformer or motor. The steel rails of the act as the electrical return. Electric vehicles that collect their current from an overhead line system use different forms of one- or two-arm pantograph collectors, the current collection device presses against the underside of the lowest wire of an overhead line system, which is called a contact wire. Most overhead supply systems are either DC or single phase AC, three phase AC systems use a pair of overhead wires, and paired trolley poles. Electric railways with third rails, or fourth rails, in tunnels carry collector shoes projecting laterally, or vertically, the contact shoe may slide on top of the third rail, on the bottom or on the side. The side running contact shoe is used against the bars on rubber-tired metros. A vertical contact shoe is used on power supply systems, stud contact systems. A pair of shoes was used on underground current collection systems. The contact shoe on a contact system is called a ski collector. The ski collector moves vertically to accommodate variations in the height of the studs. Contact shoes may also be used on overhead conductor rails, on bars or on trolley wires. Most railways use three rails, while the London Underground uses four rails
7.
Automatic train stop
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An automatic train stop or ATS is a system on a train that automatically stops a train if certain situations occur to prevent accidents. In some scenarios it functions as a type of dead mans switch, Automatic train stop differs from the concept of Automatic Train Control in that ATS does not feature an onboard speed control mechanism. The invention of the railway air brake provided an external means for stopping a train via a physical object opening a valve on the brake line to the atmosphere. Eventually known as stops or trip stops, the first mechanical ATS system was installed in France in 1878 with some railroads in Russia following suit using a similar system in 1880. In 1901 Union Switch and Signal Company developed the first North American automatic train stop system for the Boston Elevated Railway and this system was soon adopted by the New York City Subway and other rapid transit systems in the United States. Moreover, the involved in a physical tripping action can begin to damage both the wayside and vehicle borne equipment at speeds over 70 miles per hour. Electronic systems make use of electric currents or electromagnetic fields to trigger some action in the locomotive cab, without physical contact electronic systems could be used with higher speeds, limited only be the equipments ability to sense the signal from stop devices. The first such system was Le Crocodile installed on French railways starting in 1872 which used an electrified contact rail to trigger an acknowledgment from the driver. If no such acknowledgment was made in 5 seconds the train would be stopped and this system was also of the acknowledgment type and was adopted by several railroads, continuing to see service as of 2013. In 1954, Japan introduced ATS-B, the first known variant of ATS, in 1967, ATS-S was invented, the first non-contact-based ATS to be used, in 1974, ATS-P was used for the first time, and in 1986, H-ATS was invented. Since 1951 ATS has been required by the Interstate Commerce Commission as a safety requirement to allow passenger trains to exceed a speed limit of 79 mph. The popularity of ATS as a protection mechanism fell after the introduction of track coded cab signals in the 1930s. Many trains in Japan are equipped with this system, the ATS systems in Japan are slightly similar to those used in the United States, but are mostly transponder-based. The first ATS systems in Japan were introduced in the early 20th century, like the ATS systems used by the railways in the JR Group, they are transponder-based as well, but are generally incompatible with the ATS systems used by JR. In Wellington only a few signals at a junction are fitted with mechanical ATS. Some Korail and subway lines are equipped with this system, Underground lines and have ATS equipped, while, and have the more advanced Communications-based train control. Some Manchester Metrolink services are ATS equipped, however this is being phased out due to the introduction of line of sight signalling, london Underground lines are universally fitted with ATS equipment. This comprises a trip arm outside the running rail
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.
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
10.
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
11.
Nakano Station (Tokyo)
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Nakano Station is a railway station on the Chūō Main Line in Nakano, Tokyo in Japan, operated jointly by East Japan Railway Company and the Tokyo subway operator Tokyo Metro. Nakano Station is served by the JR East Chuo Line and Chuo-Sobu Line, there are no turnstiles between lines, allowing for easy transfers. The station consists of four platforms serving eight tracks. The Tōzai Subway Line began operating from Nakano Station from 16 March 1966, in fiscal 2013, the JR East station was used by 138,467 passengers daily, making it the 21st-busiest station operated by JR East. In fiscal 2013, the Tokyo Metro station was used by an average of 143,802 passengers per day, note that the statistics consider passengers who travel through Nakano station on a through service as users of the station, even if they did not disembark at the station. The daily passenger figures for each operator in previous years are as shown below, note that JR East figures are for boarding passengers only. List of railway stations in Japan JR East Nakano Station information Tokyo Metro Nakano Station information
12.
Mitaka Station
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Mitaka Station is a railway station in Mitaka, Tokyo, Japan, operated by the East Japan Railway Company. Mitaka Station is served by the Chūō Main Line, acting as the terminus for all-stations Chūō-Sōbu Line services from Chiba, some Tokyo Metro Tōzai Line inter-running services also originate and terminate here. The station is 24.1 kilometers from Tokyo Station, some Azusa, Kaiji, and Narita Express limited express services on the Chūō Main Line stop at Mitaka. The station consists of three platforms serving six tracks, with the station building located above and perpendicular to the platforms. The station has a Midori no Madoguchi staffed ticket office, Mitaka Station opened on 25 June 1930. In fiscal 2014, the station was used by an average of 92,836 passengers daily, the daily passenger figures in previous years are as shown below
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
14.
Shin-Kiba Station
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Shin-Kiba Station is a railway station in Kōtō, Tokyo, Japan, operated jointly by Tokyo Metro, East Japan Railway Company, and Tokyo Waterfront Area Rapid Transit. Shin-Kiba Station is served by the lines, Each of the three lines has its own station facilities. The JR East station consists of an island platform serving two tracks. The Teito Rapid Transit Authority station opened on 8 June 1988, on 1 December 1988, JR East opened its Shin-Kiba Station platforms as the western terminus of the Keiyō Line. The Keiyō Line was extended from Shin-Kiba Station to Tokyo Station from 10 March 1990, the TWR station opened on 30 March 1996, as the eastern terminus of the Rinkai Line. From 1 December 2002, JR Saikyō Line trains were extended to operate over the Rinkai Line to Shin-Kiba Station, in fiscal 2013, the JR East station was used by an average of 70,831 passengers daily, making it the 61st-busiest station operated by JR East. In fiscal 2013, the Tokyo Metro station was used by an average of 101,043 passengers per day, in fiscal 2013, the TWR station was used by an average of 30,312 people daily. The average daily passenger figures for each operator in previous years are as shown below, note that JR East and TWR figures are for boarding passengers only
15.
Tokyo Metro Chiyoda Line
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The Tokyo Metro Chiyoda Line is a rapid transit line owned and operated by Tokyo Metro in Tokyo, Japan. The 21.9 km main line serves the wards of Adachi, Arakawa, Bunkyō, Chiyoda, Minato and Shibuya, a 2.1 km branch line between Ayase and Kita-Ayase is located in Adachi. Its official name, rarely used, is Line 9 Chiyoda Line, on maps, diagrams and signboards, the line is shown using the color green, and its stations are given numbers using the letter C. Trains have through running onto other lines on both ends. More than half of these are trains to the northeast beyond Ayase onto the East Japan Railway Company Joban Line to Toride, the rest run to the southwest beyond Yoyogi-Uehara onto the Odakyū Odawara Line to Hon-Atsugi and to Karakida on the Odakyu Tama Line. Distance,24.0 km Main line,21.9 km Branch line,2.1 km Double-tracking, Entire line Railway signalling, stopping patterns, Local trains stop at every station. Odakyū Romancecar limited express stop at stations marked ● and does not stop at those marked ｜. The Odakyū Bay Resort limited express service does not stop at stations marked ▲, both stations are located in Adachi, Tokyo. Listed below are used, all are 10-car formations unless otherwise indicated. Numbers in parentheses are of formations currently in service, in 1964, the plan was changed slightly so that through service would be offered on the Joban Line north of Tokyo, and the number was changed to Line 9. Line 9 was designed to pass through areas in Chiyoda, and also intended to relieve the busy Ginza Line and Hibiya Line. The first stretch was opened on December 20,1969 between Kita-Senju and Ōtemachi, the line was almost completed by October 10,1972 when it reached Yoyogi-Kōen, although the 1 km section to Yoyogi-Uehara was not completed until March 31,1978. The branch line to Kita-Ayase was opened on December 20,1979 and this branch primarily serves as a connection to Ayase Depot, but also serves Kita-Ayase station constructed in the area. A three-car shuttle service operates between Ayase and Kita-Ayase, the Chiyoda Line was one of the lines targeted in the Aum sarin gas attack on 20 March 1995. On May 15,2006, women-only cars were introduced on early-morning trains from Toride on the Joban Line to Yoyogi-Uehara, trains also run from/to Shin-Kiba using tracks connecting to the Yurakucho Line
16.
Tokyo Metro 5000 series
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The Tokyo Metro 5000 series is an electric multiple unit train type first built 1964, which currently operates as 3-car sets on the Tokyo Metro Chiyoda Line branchline in Tokyo, Japan. 10-car sets were used on the Tokyo Metro Tōzai Line until March 2007, some sets have also been shipped to Indonesia, where they operate on the KRL Jabodetabek system in Jakarta. As of 1 April 2014, two 3-cars sets are in operation, sets 61 and 62 and these two aluminium-bodied sets are used on the Chiyoda Line branch between Ayase and Kita-Ayase, and are formed as shown below. Cars 2 and 3 are each fitted with one single-arm pantograph, 10-car 5000 series sets operated on the Tokyo Metro Tōzai Line from December 1964 until March 2007. Ten former Tōzai Line sets were converted in 1995 to Tōyō Rapid 1000 series EMUs for use on the Tōyō Rapid Railway extension of the Tōzai Line. Three former Tōzai Line 10-car sets were sold to Indonesia in 2007, car 5833 in Shin-Suna Ayumi Park, Koto, Tokyo Tokyo Metro Chiyoda Line 5000/6000 series information
17.
Japan Railfan Magazine
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Japan Railfan Magazine is a Japanese-language monthly magazine for railfans covering the mainly Japanese railways published by Koyusha. It has been published in Japan since 1961, issues go on sale on the 21st of each month, two months before the cover month. Each copy sells for between ¥1,100 and ¥1,200 depending on the number of pages, the magazine reports on railway prototypes, complete with technical plans, photos, maps, graphs, and tables. List of railroad-related periodicals Official website
18.
International Standard Book Number
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The International Standard Book Number is a unique numeric commercial book identifier. An ISBN is assigned to each edition and variation of a book, for example, an e-book, a paperback and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, the method of assigning an ISBN is nation-based and varies from country to country, often depending on how large the publishing industry is within a country. The initial ISBN configuration of recognition was generated in 1967 based upon the 9-digit Standard Book Numbering created in 1966, the 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108. Occasionally, a book may appear without a printed ISBN if it is printed privately or the author does not follow the usual ISBN procedure, however, this can be rectified later. Another identifier, the International Standard Serial Number, identifies periodical publications such as magazines, the ISBN configuration of recognition was generated in 1967 in the United Kingdom by David Whitaker and in 1968 in the US by Emery Koltay. The 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108, the United Kingdom continued to use the 9-digit SBN code until 1974. The ISO on-line facility only refers back to 1978, an SBN may be converted to an ISBN by prefixing the digit 0. For example, the edition of Mr. J. G. Reeder Returns, published by Hodder in 1965, has SBN340013818 -340 indicating the publisher,01381 their serial number. This can be converted to ISBN 0-340-01381-8, the check digit does not need to be re-calculated, since 1 January 2007, ISBNs have contained 13 digits, a format that is compatible with Bookland European Article Number EAN-13s. An ISBN is assigned to each edition and variation of a book, for example, an ebook, a paperback, and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, a 13-digit ISBN can be separated into its parts, and when this is done it is customary to separate the parts with hyphens or spaces. Separating the parts of a 10-digit ISBN is also done with either hyphens or spaces, figuring out how to correctly separate a given ISBN number is complicated, because most of the parts do not use a fixed number of digits. ISBN issuance is country-specific, in that ISBNs are issued by the ISBN registration agency that is responsible for country or territory regardless of the publication language. Some ISBN registration agencies are based in national libraries or within ministries of culture, in other cases, the ISBN registration service is provided by organisations such as bibliographic data providers that are not government funded. In Canada, ISBNs are issued at no cost with the purpose of encouraging Canadian culture. In the United Kingdom, United States, and some countries, where the service is provided by non-government-funded organisations. Australia, ISBNs are issued by the library services agency Thorpe-Bowker
