1.
Rapid transit
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Rapid transit, also known as heavy rail, metro, subway, tube, or underground, is a type of high-capacity public transport generally found in urban areas. The stations typically have high platforms, without steps inside the trains and they are typically integrated with other public transport and often operated by the same public transport authorities. However, some transit systems have at-grade intersections between a rapid transit line and a road or between two rapid transit lines. It is unchallenged in its ability to transport large numbers of people quickly over short distances with little use of land, variations of rapid transit include people movers, small-scale light metro, and the commuter rail hybrid S-Bahn. The worlds first rapid-transit system was the partially underground Metropolitan Railway which opened as a railway in 1863. In 1868, New York opened the elevated West Side and Yonkers Patent Railway, china has the largest number of rapid transit systems in the world. The worlds longest single-operator rapid transit system by length is the Shanghai Metro. The worlds largest single rapid transit service provider by both length of revenue track (665 miles and number of stations is the New York City Subway. The busiest rapid transit systems in the world by annual ridership are the Tokyo subway system, the Seoul Metropolitan Subway, the Moscow Metro, the Beijing Subway, Metro is the most common term for underground rapid transit systems used by non-native English speakers. One of these terms may apply to a system, even if a large part of the network runs at ground level. In Scotland, however, the Glasgow Subway underground rapid transit system is known as the Subway, in the US, underground mass transit systems are primarily known as subways, whereas the term metro is a shortened reference to a metropolitan area. In that vein, Chicagos commuter rail system, serving the area, is called Metra. Exceptions in naming rapid transit systems are Washington DCs subway system the Washington Metro, Los Angeles Metro Rail, and the Miami Metrorail, the opening of Londons steam-hauled Metropolitan Railway in 1863 marked the beginning of rapid transit. Initial experiences with steam engines, despite ventilation, were unpleasant, experiments with pneumatic railways failed in their extended adoption by cities. Electric traction was more efficient, faster and cleaner than steam, in 1890 the City & South London Railway was the first electric-traction rapid transit railway, which was also fully underground. Both railways were merged into London Underground. The 1893 Liverpool Overhead Railway was designed to use electric traction from the outset, budapest in Hungary and Glasgow, Chicago and New York all converted or purpose-designed and built electric rail services. Advancements in technology have allowed new automated services, hybrid solutions have also evolved, such as tram-train and premetro, which incorporate some of the features of rapid transit systems
2.
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
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.
Glossary of rail transport terms
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Rail terminology is a form of technical terminology. The difference between the American term railroad and the term railway is the most significant difference in rail terminology. There are also others, due to the development of rail transport systems in different parts of the world. Various global terms are presented here, where a term has multiple names, the abbreviation UIC refers to standard terms adopted by the International Union of Railways in its official publications and thesaurus. Instead, an alarm is sounded at an interval in which the operator must respond by pressing a button to reset the alarm. If the operator does not respond within a time, the prime mover is automatically throttled back to idle. They also serve to support the arch or equivalent. The only significant difference is the size, measured in feet rather than inches, the fireman remains with the locomotive and, when the driver is at the other end, the fireman controls the cut off and vacuum ejectors in addition to his usual duties. Axlebox or axle box The housing that holds the bearings of a locomotive The housing attaching the end of the axle to the bogie which contains the bearing allowing the axle to rotate. Bad order A tag or note applied to a piece of equipment. Generally, equipment tagged as bad order is not to be used until repairs are performed, revolving masses can easily be balanced by counterweights, but the balancing of reciprocating parts is a matter of compromise and judgement. Balloon A looped length of track, usually at the end of a spur or branch, can be used as part of a freight installation to allow the loading or unloading of bulk materials without the need to stop the train. Early locomotives burned coke, provision of an arch was necessary before coal could be used without producing excessive smoke. Many early railroads were broad gauge, for example the Great Western Railway in the UK which adopted 7 ft gauge until it was converted to standard gauge in the 1860s - 1890s, russia still has over 80,000 km of broad gauge railroads. Broad gauge is also normal in Spain and Portugal, in India, as well as Ireland, cabless A locomotive without a cab. Commonly referred to as a B unit or a Slug, although not all Slugs are cabless, caboose A railroad car attached usually to the end of a train, in which railroad workers could ride and monitor track and rolling stock conditions. Largely obsolete, having been replaced by the electronic end-of-train device, the correct classification is CoCo, but Co-Co is used more often. One set uses high pressure steam, then passes the low pressure exhausted steam to the second, also known as master and slave, as in the British Rail Class 13 shunters at Tinsley Marshalling Yard
5.
Yokohama Line
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The Yokohama Line is a Japanese railway line of the East Japan Railway Company connecting Higashi-Kanagawa Station in Yokohama, Kanagawa and Hachiōji Station in Hachiōji, Tokyo. 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, the lines name comes from the section between Nagatsuta and Higashi-Kanagawa that runs through the city of Yokohama. Nicknamed the Hama-sen by locals, the line serves commuters in the suburbs of Tokyo. Despite the lines name, only one third of trains run as far as Yokohama Station. Rapid trains operate every 30 minutes during the daytime, local trains stop at all stations. Information on the limited express Hama Kaiji service can be found on its page, rapid trains stop at stations marked ● and pass those marked ｜. Through trains to and from the Sagami Line are served by 4-car 205-500 series EMUs,72 series 103 series 205 series 8-car EMUs 8-car 205 series EMU trains were introduced in 1988. In these sets, the car from the Higashi-Kanagawa end had six pairs of doors on each side to allow rapid boarding and disembarking during peak periods. The last 205 series set on the Yokohama Line ran on 23 August 2014, the line was opened by the private Yokohama Railway on 23 September 1908 and leased to the government in 1910. The line was nationalized on 1 October 1917, the Higashi-Kanagawa to Haramachida section was electrified on 1 October 1932, with the Haramachida to Hachiōji section electrified on 14 April 1941. The Higashi-Kanagawa to Kozukue section was double-tracked by 1968, extended to Aihara by 1980, and completed to Hachiōji on 6 March 1988
6.
Yokohama Municipal Subway Blue Line
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The Yokohama Blue Line is a 40.4 km line in the Yokohama Municipal Subway system of Yokohama, Japan, operated by Yokohama City Transportation Bureau. Line 3 runs from Azamino to Kannai, and Line 1 runs from Kannai to Shōnandai, all the trains join these two lines. This is the second-longest subway line in Japan at 40.4 km after the 40.7 km long Toei Ōedo Line in Tokyo, local trains stop at all stations. Rapid trains stop at stations marked ● and pass those marked ｜,3000 series 37 x six-car EMUs As of 1 April 2016, the line is operated using a fleet of 37 six-car 3000 series EMUs based at Kaminagaya Depot. The fleet is subdivided into eight first-batch 3000A series sets, seven second-batch 3000N series sets, fourteen third-batch 3000R series sets, one fifth-batch 3000V series six-car set is scheduled to be introduced on the line in spring 2017. 1000 series 14 x 6-car EMUs 2000 series 9 x 6-car EMUs The first section of the line opened between Isezakichōjamachi and Kami-Ōoka on December 16,1972, the subsequent progress of the line was as follows, September 4,1976, The line is extended in both directions. It now runs between Kami-Nagaya and Yokohama, through service begins between lines 1 and 3. March 14,1985, The line is extended in both directions again and it now runs between Maioka and Shin-Yokohama. May 24,1987, The line is extended from Maioka to a temporary Totsuka Station, august 27,1989, The permanent Totsuka Station opens. March 18,1993, The line is extended from Shin-Yokohama to Azamino, august 29,1999, The line is extended from Totsuka to Shōnandai. From July 2015, limited-stop Rapid services were introduced on the line, journey times over the entire length of the line were reduced by up to 10 minutes from the 1 hour 7 minutes taken by all-stations services
7.
Transport in Greater Tokyo
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While the nexus is in the central part of Tokyo, every part of the Greater Tokyo Area has rail or road transport services. The sea and air transport is available from a number of ports for the general public. The above figures do not include any Shinkansen services,40 million passengers use the rail system daily with the subway representing 22% of that figure with 8.66 million using it daily. Extensive through services for seamless and rapid interconnections are also a feature of the network, there are 0.61 commuter rail stations per square mile in the Tokyo area, or one for each 1.6 square miles of developed land area. Commuter rail ridership is very dense, at 6 million people per mile annually. Walking and cycling are more common than in many cities around the globe. Private automobiles and motorcycles play a role in urban transport. Commercial flights in the region are served predominantly by Tokyo International Airport in Ōta, Tokyo and Narita International Airport in Narita, Service improved to level pre-2011 following expansions but remain congested. Chofu Airport in the city of Chōfu in western Tokyo handles commuter flights to the Izu Islands, Tokyo Heliport in Kōtō serves public-safety and news traffic. In the Izu Islands, Ōshima Airport on Ōshima, Hachijōjima Airport on Hachijō, Ibaraki Airport, located 85 km north of Tokyo, was positioning itself as a hub for low-cost carriers, flights from here to Sapporo seem to be the most popular. Rail is the mode of transport in Tokyo. Tokyo has the most extensive urban railway network and the most used in the world with 40 million passengers in the area daily. There are 882 interconnected rail stations in the Tokyo Metropolis,282 of which are Subway stations, there are 30 operators running 121 passenger rail lines, excluding about 12 cable cars. Despite this vastness, the network is still being expanded, albeit with more service upgrades, each of the regions rail companies makes its own maps, with key transfer points highlighted. Trains are often crowded at peak travel times, with people being pushed into trains by so-called oshiya. Shinjuku Station is the busiest train station in the world by passenger throughput and it is estimated some 20 million people use rail as their primary means of transport in the metropolitan area daily. In comparison, the country of Germany, with the highest railway use in Europe, has 10 million daily train riders. It operates trains throughout the Greater Tokyo area, in addition to operating some long-haul shinkansen lines, JR East operates Tokyos largest commuter railway network
8.
East Japan Railway Company
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East Japan Railway Company is a major passenger railway company in Japan and one of the seven Japan Railways Group companies. The company name is abbreviated as JR-EAST or JR East in English. The companys headquarters are in Yoyogi, Shibuya, Tokyo, JR East was incorporated on 1 April 1987 after being spun off from the government-run Japanese National Railways. Following the breakup, JR East ran the operations on former JNR lines in the Greater Tokyo Area, the Tohoku region and its railway lines primarily serve Kanto and Tohoku regions, along with adjacent areas in Koshinetsu region and Shizuoka prefectures. JR East operates all of the Shinkansen, high-speed rail lines and these lines have sections inside the Tokyo Suburban Area designated by JR East. This does not necessarily mean that the lines are fully inside the Greater Tokyo Area, JR East aims to reduce its carbon emissions by half, as measured over the period 1990-2030. This would be achieved by increasing the efficiency of trains and company-owned thermal power stations, the Tokyo Metropolitan Police Department has stated that JR Easts official union is a front for an organized crime syndicate called the Japan Revolutionary Communist League. An investigation of this is ongoing, the East Japan Railway Culture Foundation is a non-profit organization established by JR East for the purpose of developing a richer railway culture. The Railway Museum in Saitama is operated by the foundation, EJRC has bid for the London Midland franchise in the United Kingdom. Winners will be announced on June 2017 and will start operating on October 2017, East Japan Railway Company Web Site JR East official apology for Inaho No.14 accident on 25 December 2005 Company history books. Wiki collection of works on East Japan Railway Company
9.
Yamanote Line
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The Yamanote Line is a railway loop line in Tokyo, Japan, operated by East Japan Railway Company. However, in everyday usage the Yamanote Line refers to the entire 34.5 km loop line served by local trains. Trains run from 04,26 to 01,18 the next day at intervals as short as 2.5 minutes during peak periods, a complete loop takes 59 to 65 minutes. All trains stop at each station, trains are put into and taken out of service at Ōsaki and sometimes Ikebukuro. Certain trains also start from Tamachi in the mornings and end at Shinagawa in the evenings, trains which run clockwise are known as sotomawari and those counter-clockwise as uchi-mawari. The line also acts as a fare zone destination for JR tickets from locations outside Tokyo and this refers to stations on the Yamanote Line as well as the Chūō-Sōbu Line between Sendagaya and Ochanomizu. The line colour used on all rolling stock, station signs and diagrams is JNR Yellow Green No.6, the ridership of the Yamanote Line in 2015 is 1,097,093 passengers. However, in case the Yamanote Line refers to JR Easts internal definition of the entire rail corridor between Shinagawa and Tabata stations via Shinjuku. As such ridership of the local service connecting its 29 stations is divided into several corridors making a complete count of only the Yamanote Loop unavailable. Ridership of the Saikyō and Shōnan–Shinjuku Lines sharing the corridor on the parallel Yamanote freight line are included in the ridership of the Yamanote Line, while the ridership of the Yamanote Line between Tabata and Shinagawa Station is excluded and counted as part of the Tōhoku and Tōkaidō Main Lines. Due to the Yamanote Lines central location connecting most of Tokyos major commuter hubs and commercial areas, sections of the line were running over 250% capacity in the 1990s and remained above 200% for most of the 2000s. As of 2016, the busiest section of the runs at 167% capacity. Yamanote literally refers to inland, hillier districts or foothills, in Tokyo, Yamanote lies along the western side of the Yamanote Line loop. Yamanote-sen is officially written in Japanese without the no, which makes its pronunciation ambiguous in print. The characters 山手 may also be pronounced yamate, as in Yamate-dōri, the Seishin-Yamate Line in Kobe and the Yamate area of Yokohama also use this pronunciation. After World War II, SCAP ordered all train placards to be romanized, and it was thus alternatively known as Yamanote and Yamate until 1971, when the Japanese National Railways changed the pronunciation back to Yamanote. Some older people still refer to the line as the Yamate Line, stations are listed in order clockwise from Shinagawa to Tabata, but for operational purposes trains officially start and terminate at Ōsaki. All trains on the Yamanote Line are local trains stop at all stations
Yokohama Municipal Subway Blue Line (B29)
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