Native name | 能勢電鉄株式会社 |
---|---|
Founded | 23 May 1908 |
Headquarters | , Japan |
Parent | Hankyu Corporation |
Website | noseden |
The Nose Electric Railway Co., Ltd. (能勢電鉄株式会社, Nose (pronounced No-say) Dentetsu), occasionally abbreviated as Nose Railway or Noseden (能勢電), is a Japanese private railway company headquartered in Kawanishi, Hyogo, which links several areas in the mountainous Nose, Osaka, area to Kawanishi-noseguchi Station in Kawanishi, where one can transfer to Hankyu Takarazuka Line to Osaka.[1]
Nose Electric Railway is a principal subsidiary of Hankyu Corporation.[2] A rush-hour special express train, the Nissei Limited Express, operates from Nissei-chuo Station to Umeda Station, the terminal of Hankyu in Osaka, in the morning and back again in the evening for commuters.
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An Introduction to Switches & Crossings - Network Rail engineering education (12 of 15)
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Rudolph's Red Nose Express Train Set
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Franklin Industrial Minerals Railroad
Transcription
[train passing] ♪ background music ♪ (Narrator) Switches and crossings play an essential role in connecting the rail network. We use them to guide trains from one track to another and to enable lines to cross paths. Put simply, they're the junctions that allow us to create a multi-lined, multi-routed rail network. At Network Rail we own over 20,000 switch and crossing units. They come in many different shapes and sizes and all are made to measure for their specific location. To understand how switches and crossings work, we've first got to look at the wheel-rail interaction. Train wheels move along the rails guided only by the pound coin sized area of wheel that sits on the rail head. The wheel rim or flange doesn't normally touch the rail. Flanges are only a last resort, to prevent the wheels becoming derailed. A switch can guide a wheel in one of two directions. A crossing creates a gap in the rail for the flange to pass through. This is a switch. Also known as a point. It's the moving part of the switch and crossing layout and is made up of two long blades which can move across to guide the train one way or another. This is the switch rail. And this is called the toe. This is called the stock rail. It's a non-moving part of the switch. The two switch blades are fixed to each other by a stretcher bar to ensure that when one is against its stock rail the other is fully clear and provide room for the wheel flange to pass through cleanly. This is a crossing. It's the non-moving part of the switch and crossing layout that allows a train to pass in either direction once the switch has been set. This is the nose of the crossing. Either side of the crossing area, wing and check rails are provided to assist the guidance of the wheel sets through the crossing. Crossings can be either fabricated, made up of two machined rails joined together, or they can be cast as a single unit. Modern crossings are now cast from manganese steel which is an advanced alloy that gets harder with use. This is an important property, as the nose of the crossing can take high impact loads as train wheels pass through. (Lawrence) My name's Lawrence Wilton, and I'm a graduate engineer working for Network Rail. I'm here today to teach you about switches and crossings. The most simple form of S and C is the turn-out. This is a left-hand turn-out. As you can see, it diverges from the main route in a leftward direction. This is how it works. In normal mode, the left hand wheel rolls along the switch rail and there's flange way clearance for the right wheel to continue along the stock rail. The inside surface of the right flange is kept on course by the track rail. This restrains the wheel set and ensures it is directed along the correct route. Meanwhile, the left wheel transfers contact between the different parts of the crossing. That's where there's a high impact load. In the reverse the right wheel rolls over the switch rail and follows its geometry. The inside surface of the left flange is guided by the check, forcing it to follow the stock rail on the new route and the right hand wheel makes a crossing, again, impacting a load on the crossing nose. (Narrator) There are many different types of switch and crossing on the network. They include turn-outs, diamonds, cross-overs, and slip-diamonds. The type we use is determined by a number of factors including the number of lines involved, frequency of use and running line speed. Trains travelling at high speeds need long switches and crossings. At low speed, such as in stations, trains can make tighter turns. Train movements across the network are set and controlled by signallers who use switches to set routes for trains. Switches can be propelled by various devices. One of the simplest forms is a ground frame set-up. A series of rods and cams attached to levers in signal boxes. These are now largely being replaced by remotely operated hydraulic and electro-mechanical devices. (Lawrence) Seen by rail-sides all across the country, this is an HW2000 points machine. This is electro-mechanical. What we have here is your drive motor. To check that motor has done its job, over here we have an interlocking and detection system. Detection tells us when the points have completed their travel and locked. Locking holds the points in this state, so they cannot be physically moved. So when a train runs over the top, it remains in position. Facing point locks are one of the most important safety features on the S and C layout. They ensure that the points cannot be moved when set. This is important because failure to lock the switches could cause a derailment. (Narrator) As engineers, we face an ongoing challenge to maintain and improve our switch and crossing assets. Trains can create large impact and lateral forces as they change course. And these forces can cause wear and deformation. Switches and crossings therefore have a limited lifespan before we need to replace them. Less than 5% of track miles are made up of switches and crossings, but over 17% of our maintenance budget is spent on them. We'll continue to research and develop new inspection techniques and material usage to increase their performance. (Lawrence) It's all about creating a network that's safe, reliable and efficient. It's what we do.
Lines and stations
Nose Railway has two lines:
- Myōken Line (Kawanishi-noseguchi - Myōkenguchi)
- Nissei Line (Yamashita - Nissei-chuo)
The former is the main route and the latter branches off at Yamashita Station.
In addition to the railway, Nose Railway operates a funicular (Myoken Cable) and a chairlift (Myoken Lift).
Operations
- S: Trains stop; |, ↑: Trains pass; ↑: Only one direction
- Local (普通, Futsū) trains are operated all day every day
- Limited Express (特急日生エクスプレス, Tokkyū Nissei Express) trains run from Nissei Chūō to Osaka-umeda in the morning, and vice versa in the evening on weekdays.
No. | Station | Japanese | Distance (km) | Local | Limited Express | Connections | Location | |
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Myoken Line | ||||||||
Through section | Osaka-umeda (Hankyu) | |||||||
NS01 | Kawanishi-noseguchi | 川西能勢口 | 0.0 | S | S | Kawanishi | Hyōgo Prefecture | |
NS02 | Kinunobebashi | 絹延橋 | 1.2 | S | | | |||
NS03 | Takiyama | 滝山 | 2.1 | S | | | |||
NS04 | Uguisunomori | 鶯の森 | 2.7 | S | | | |||
NS05 | Tsuzumigataki | 鼓滝 | 3.5 | S | | | |||
NS06 | Tada | 多田 | 4.2 | S | | | |||
NS07 | Hirano | 平野 | 5.2 | S | S | |||
NS08 | Ichinotorii | 一の鳥居 | 6.4 | S | | | |||
NS09 | Uneno | 畦野 | 7.1 | S | S | |||
NS10 | Yamashita | 山下 | 8.2 | S | S |
| ||
NS11 | Sasabe | 笹部 | 8.6 | S | Nissei Line | |||
NS12 | Kōfūdai | 光風台 | 10.3 | S | Toyono, Toyono District | Osaka Prefecture | ||
NS13 | Tokiwadai | ときわ台 | 11.2 | S | ||||
NS14 | Myōkenguchi | 妙見口 | 12.2 | S |
| |||
Nissei Line | ||||||||
NS21 | Nissei-chuo | 日生中央 | 2.6 (from Yamashita) | S | S | Inagawa, Kawabe District | Hyōgo Prefecture |
Myoken Cable and Myoken Lift
Station | Japanese | Connections | Location |
---|---|---|---|
Myoken Cable | |||
Kurokawa | 黒川 |
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Kawanishi, Hyōgo |
Cable Sanjō | ケーブル山上 |
| |
Myōken Lift | |||
Myōken-no-mizu Hiroba-mae | 妙見の水広場前 |
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Kawanishi, Hyōgo |
Myōkensan | 妙見山 |
Rolling stock
Nose Railway uses second-hand EMUs from Hankyu. The trains operate on 1,435 mm (4 ft 8+1⁄2 in) track.
As of 1 April 2017[update], the fleet operated is as follows.[3]
- 1700 series 4-car EMUs x 6 (former Hankyu 2000 series)
- 3100 series 4-car EMU x 1 (former Hankyu 3100 series)
- 5100 series 4-car EMUs x 5 and 2-car EMUs x 2 (former Hankyu 5100 series, transferred 2014-2016)
- 6000 series 8-car EMU x 1 (former Hankyu 6000 series, transferred in August 2014)
A four-car 7200 series EMU (set 7200) is scheduled to enter service on 19 March 2018. This is made up of former Hankyu EMU cars.[4][needs update]
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Nose Electric Railway 1700 series train
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Nose Electric Railway 3100 series train
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Nose Electric Railway 5100 series train
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Nose Electric Railway 6000 series train
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Nose Electric Railway 7200 series train
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Hankyu 8000 series on a Limited Express service
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Hankyu 1000 series on a Limited Express service
Former rolling stock
- 1500 series EMUs (former Hankyu 2100 series)[3]
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An ex-Nose Electric Railway 1500 series converted to a "MIHARA-Liner" test train at Mitsubishi Heavy Industries's test track at Mihara
History
The Nose Electric Railway was founded on 23 May 1908.[5] The Kawanishi-noseguchi to Ichinotorii section opened on 13 April 1913, electrified at 600 V DC.[5] The extension to Myōkenguchi was opened on 3 November 1923.[5]
The line voltage was increased from 600 V to 1,500 V DC on 26 March 1995.[5]
See also
References
- ^ "Nose Electric Railway Co., Ltd.: Private Company Information - Bloomberg". www.bloomberg.com. Retrieved 23 June 2017.
- ^ "Hankyu Corporation -- Company History". www.company-histories.com. Retrieved 23 June 2017.
- ^ a b 私鉄車両編成表 2017 私鉄車両編成表 2017 [Private Railway Rolling Stock Formations - 2017] (in Japanese). Japan: Kotsu Shimbunsha. 25 July 2017. p. 163. ISBN 978-4-330-81317-2.
- ^ 能勢電鉄7200系,3月19日から営業運転を開始 [Nose Electric Railway 7200 series to enter service on 19 March]. Japan Railfan Magazine Online (in Japanese). Japan: Koyusha Co., Ltd. 20 February 2018. Archived from the original on 21 February 2018. Retrieved 21 February 2018.
- ^ a b c d Terada, Hirokazu (19 January 2013). データブック日本の私鉄: 全国私鉄165社局掲載 データブック日本の私鉄 [Databook: Japan's Private Railways] (in Japanese). Japan: Neko Publishing. p. 140. ISBN 978-4-7770-1336-4.
This article incorporates material from the corresponding article in the Japanese Wikipedia.