The demise of the government-owned system came after charges of serious management inefficiencies, profit losses, and fraud. By the early 1980s, passenger and freight business had declined, and fare increases had failed to keep up with higher labor costs.
What remained of the debt-ridden Japanese National Railways after its 1987 breakup was named the Japanese National Railways Settlement Corporation. Its purpose was to dispose of assets and debts not absorbed by the successor companies and to execute other activities relating to the breakup, such as outplacement of former personnel.
The new companies introduced competition, cut their staffing, and made reform efforts. Initial public reaction to these moves was good: the combined passenger travel on the Japan Railways Group passenger companies in 1987 was 204.7 billion passenger-kilometers, up 3.2% from 1986, while the passenger sector previously had been stagnant since 1975. The growth in passenger transport of private railways in 1987 was 2.6%, which meant that the Japan Railways Group's rate of increase was above that of the private-sector railroads for the first time since 1974. Demand for rail transport improved, although it still accounted for only 28% of passenger transportation and only 5% of cargo transportation in 1990. Rail passenger transportation was superior to automobiles in terms of energy efficiency and of speed in long distance transportation.
The six companies had 18,800 km of routes (mostly 1.1 m gauge) in use in the late 1980s. About 25% of the routes were in double-track and multitrack sections, and the rest were single-track. In 1988 about 51% of the six companies' 1,000 locomotives were diesel, and the rest were electric.
Japan Freight Railway Company owns its locomotives (295 diesel and 569 electric locomotives in 1988), rolling stock and stations, but hires track from the six passenger companies. It runs fewer trains on less track than Japanese National Railways freight service did before its demise, but at increased revenues and higher productivity.
The Shinkansen Property Corporation (新幹線保有機構, Shinkansen Hoyū Kikō?) leased Shinkansen railway facilities, including 2,100 m of 1.4 m gauge high-speed track, to the passenger companies on Honshū. In 1991, the SPC was reorganized into the Railway Development Fund (鉄道整備基金, Tetsudō Seibi Kikin?) and the three operators bought their lines on 60-year loans. Some of the Shinkansen electric-powered trains operate at speeds up to 300 km/h.
Another nearly 3,400 km of routes, mostly 1.1 m gauge, are operated by major private railways and by what are known in Japan as third sector railroads—new companies, financed with private and local government funds—which absorbed some of Japanese National Railways' rural lines. There were twenty-seven private and third-sector companies in 1989.
Saturday, August 30, 2008
Componies of japanies railway transport
The group consists of seven operating companies and two other companies that do not provide rail service. The operating companies are organized into six passenger operators and a nationwide freight operator. Unlike some other groups of companies, the JR Group is made up of independent companies, and it does not have group headquarters or a holding company to set the overall business policy.
The six passenger railways of the JR Group are separated by region. Nearly all their services are within the prescribed geographic area. However, some long-distance operations extend beyond the boundaries. The Shirasagi train service between Nagoya and Toyama, for instance, uses JR West rolling stock but the segment of track between Nagoya and Maibara is owned by JR Central, whose crew manage the train on that section.
Japan Freight Railway Company operates all freight service on the network previously owned by JNR.
In addition, the group includes two non-operating companies. These are the Railway Technical Research Institute and Railway Information Systems Co., Ltd.
To cover various non-railway business areas, each regional operator in the JR Group has its own group of subsidiary companies with names like "JR East Group" and "JR Shikoku Group."
The six passenger railways of the JR Group are separated by region. Nearly all their services are within the prescribed geographic area. However, some long-distance operations extend beyond the boundaries. The Shirasagi train service between Nagoya and Toyama, for instance, uses JR West rolling stock but the segment of track between Nagoya and Maibara is owned by JR Central, whose crew manage the train on that section.
Japan Freight Railway Company operates all freight service on the network previously owned by JNR.
In addition, the group includes two non-operating companies. These are the Railway Technical Research Institute and Railway Information Systems Co., Ltd.
To cover various non-railway business areas, each regional operator in the JR Group has its own group of subsidiary companies with names like "JR East Group" and "JR Shikoku Group."
Japan Railways Group
The Japan Railways Group, more commonly known as JR Group (JRグループ, Jeiāru Gurūpu?), consists of seven for-profit companies that took over most of the assets and operations of the government-owned Japanese National Railways on April 1, 1987. Most of the liability of the JNR was assumed by the JNR Settlement Corporation.
The JR Group lies at the heart of Japan's railway network, operating a large proportion of intercity rail service (including the Shinkansen high-speed rail lines) and commuter rail service. A strong distinction is still made between JR and other private railway companies; for instance, the two are generally denoted differently on maps.
The JR Group lies at the heart of Japan's railway network, operating a large proportion of intercity rail service (including the Shinkansen high-speed rail lines) and commuter rail service. A strong distinction is still made between JR and other private railway companies; for instance, the two are generally denoted differently on maps.
History of Pakistan Railways
The possibility of Karachi as a sea port was first noticed in the middle of 19th century. Sir Henry Edward Frere was appointed Commissioner of Sindh after its annexation to British India's Bombay Presidency in 1847 and sought permission from Lord Dalhousie to begin a survey for a sea port. He also initiated the survey for a railway line in 1858. It was proposed that a railway line from Karachi City to Kotri, steam navigation up the Indus and Chenab rivers up to Multan and from there another railway to Lahore and beyond be constructed.
It was on 13 May 1861, that the first railway line was opened for public traffic between Karachi City and Kotri, a distance of 105 miles (169 km). The line between Karachi City and Kiamari was opened on 16 June 1889. During 1897 the line from Keamari to Kotri was doubled.
The railway line from Peshawar to Karachi closely follows Alexander’s line of march through the Hindu Kush mountains to the Arabian Sea. Different sections on the existing main line from Peshawar to Lahore and Multan and branch lines were constructed in the last quarter of 19th century and early years of 20th century.
The four sections, i.e., Scinde (Sindh) Railways, Indian Flotilla Company, Punjab Railway and Delhi Railways, working in a single company, were later on amalgamated into the Scinde, Punjab & Delhi Railways Company and purchased by the Secretary of State for India in 1885, and in January 1886, it was named North Western State Railways, which was later on renamed as North Western Railway.
At the time of independence, 1,947 route miles (3,133 km) of North Western Railways were transferred to India, leaving 5,048 route miles (8,122 km) to Pakistan. In 1954, the railway line was extended to Mardan and Charsada, and in 1956 the Jacobabad-Kashmore 2 ft 6 in (762 mm) gauge line was converted into broad gauge. In 1961, the Pakistani portion of North Western Railways was renamed Pakistan Railways. The Kot Adu-Kashmore line was constructed between 1969 and 1973 providing an alternative route from Karachi up the country.
It was on 13 May 1861, that the first railway line was opened for public traffic between Karachi City and Kotri, a distance of 105 miles (169 km). The line between Karachi City and Kiamari was opened on 16 June 1889. During 1897 the line from Keamari to Kotri was doubled.
The railway line from Peshawar to Karachi closely follows Alexander’s line of march through the Hindu Kush mountains to the Arabian Sea. Different sections on the existing main line from Peshawar to Lahore and Multan and branch lines were constructed in the last quarter of 19th century and early years of 20th century.
The four sections, i.e., Scinde (Sindh) Railways, Indian Flotilla Company, Punjab Railway and Delhi Railways, working in a single company, were later on amalgamated into the Scinde, Punjab & Delhi Railways Company and purchased by the Secretary of State for India in 1885, and in January 1886, it was named North Western State Railways, which was later on renamed as North Western Railway.
At the time of independence, 1,947 route miles (3,133 km) of North Western Railways were transferred to India, leaving 5,048 route miles (8,122 km) to Pakistan. In 1954, the railway line was extended to Mardan and Charsada, and in 1956 the Jacobabad-Kashmore 2 ft 6 in (762 mm) gauge line was converted into broad gauge. In 1961, the Pakistani portion of North Western Railways was renamed Pakistan Railways. The Kot Adu-Kashmore line was constructed between 1969 and 1973 providing an alternative route from Karachi up the country.
Pakistan Railways
Pakistan Railways is the state-owned railway company of Pakistan. It is a large organization under the administration of the Pakistani Government's Ministry of Railways. Pakistan Railways provides an important mode of transportation in the farthest corners of the country and brings them closer for business, sightseeing, pilgrimage and education. It has been a great integrating force and forms the life line of the country by catering to its needs for large scale movement of people and freight. The current chairman is Mr. Shakil Durrani.
Friday, August 29, 2008
The Sri Lanka Railway network
The Railway network comprises nine lines radiating from Colombo, which connect most major population and industrial centers.
Main Line
The Main Line starts from Colombo and runs east and north past the rapidly developing centers of Ragama, Gampaha, Veyangoda, and Polgahawela. At Rambukkana, the Main Line begins its steep climb into the hills of the upcountry. Between Balana and Kadugannawa, the track clings to the side of sheer cliffs, offering passengers spectacular views of Batalegala ('Bible' Rock). The Main Line then continues its climb through the scenic tea country, connecting busy local market centers at Gampola, Nawalapitiya, and Hatton before reaching Nanu-Oya. This is the connection to the former colonial resort of Nuwara Eliya, still popular for its temperate climate, classic hotels, and British-style gardens. The Main Line continues its ascent to the summit at Pattipola, 6,226 feet above sea level, before descending past Bandarawela to Badulla. In the upcountry, passengers are rewarded with views of tea gardens, mountains and valleys, cascading torrents and waterfalls.
Matale Line
The Matale Line branches off the Main Line at Peradeniya Junction, near the world-famous Peradeniya Botanical Gardens. It connects to Kandy, home of the Sri Dalada Maligawa, which houses the Sacred Tooth Relic of the Lord Buddha, before descending to Matale.
Coast Line
The Coast Line runs south from Colombo, following the edge of the Indian Ocean. It offers passengers views of tropical beaches and coconut palms. This line links the regional towns of Moratuwa, Panadura, and Kalutara South, as well as popular beach resorts at Aluthgama, Ambalangoda, and Hikkaduwa. The line continues past Galle, which is famous for its historic and well-preserved Dutch Fort, before terminating at Matara.
Kelani Valley Line
The Kelani Valley Line extends from Colombo south and east to Avissawella. This was originally built as a narrow gauge line and was converted to dual gauge between 1991 and 1997.
Puttalam Line
The Puttalam Line branches off the Main Line at Ragama, extending north past Negombo, an important regional town and tourist centre. It also links other busy market towns and fishing villages.
Northern Line
The Northern Line branches northward from the Main Line at Polgahawela, passing Kurunegala, the capital of Wayamba Province, before continuing to the historic cultural and religious center of Anuradhapura. Anuradhapura was established in the 4th century B.C. and contains many sites of religious and archaeological interest. Service is now curtailed beyond Vavuniya and on the Mannar Line.
Batticaloa Line
The Batticaloa Line branches eastward from the Northern Line at Maho, to Polonnaruwa, site of an ancient capital in the 11th century and home to many historic monuments.
Trincomalee Line
The Trincomalee Line branches north and east from the Batticaloa Line at Gal-Oya Junction and extends to Trincomalee.
Main Line
The Main Line starts from Colombo and runs east and north past the rapidly developing centers of Ragama, Gampaha, Veyangoda, and Polgahawela. At Rambukkana, the Main Line begins its steep climb into the hills of the upcountry. Between Balana and Kadugannawa, the track clings to the side of sheer cliffs, offering passengers spectacular views of Batalegala ('Bible' Rock). The Main Line then continues its climb through the scenic tea country, connecting busy local market centers at Gampola, Nawalapitiya, and Hatton before reaching Nanu-Oya. This is the connection to the former colonial resort of Nuwara Eliya, still popular for its temperate climate, classic hotels, and British-style gardens. The Main Line continues its ascent to the summit at Pattipola, 6,226 feet above sea level, before descending past Bandarawela to Badulla. In the upcountry, passengers are rewarded with views of tea gardens, mountains and valleys, cascading torrents and waterfalls.
Matale Line
The Matale Line branches off the Main Line at Peradeniya Junction, near the world-famous Peradeniya Botanical Gardens. It connects to Kandy, home of the Sri Dalada Maligawa, which houses the Sacred Tooth Relic of the Lord Buddha, before descending to Matale.
Coast Line
The Coast Line runs south from Colombo, following the edge of the Indian Ocean. It offers passengers views of tropical beaches and coconut palms. This line links the regional towns of Moratuwa, Panadura, and Kalutara South, as well as popular beach resorts at Aluthgama, Ambalangoda, and Hikkaduwa. The line continues past Galle, which is famous for its historic and well-preserved Dutch Fort, before terminating at Matara.
Kelani Valley Line
The Kelani Valley Line extends from Colombo south and east to Avissawella. This was originally built as a narrow gauge line and was converted to dual gauge between 1991 and 1997.
Puttalam Line
The Puttalam Line branches off the Main Line at Ragama, extending north past Negombo, an important regional town and tourist centre. It also links other busy market towns and fishing villages.
Northern Line
The Northern Line branches northward from the Main Line at Polgahawela, passing Kurunegala, the capital of Wayamba Province, before continuing to the historic cultural and religious center of Anuradhapura. Anuradhapura was established in the 4th century B.C. and contains many sites of religious and archaeological interest. Service is now curtailed beyond Vavuniya and on the Mannar Line.
Batticaloa Line
The Batticaloa Line branches eastward from the Northern Line at Maho, to Polonnaruwa, site of an ancient capital in the 11th century and home to many historic monuments.
Trincomalee Line
The Trincomalee Line branches north and east from the Batticaloa Line at Gal-Oya Junction and extends to Trincomalee.
Rail transport in Sri Lanka
The Sri Lanka Railway, originally known as Ceylon Government Railways, was conceived in the 1850s as an instrument to develop and unify Sri Lanka. Service began in 1864, with the construction of the Main Line from Colombo to Ambepussa, 54 kilometers to the east. The Railway was initially built to transport coffee and tea from the hill country to Colombo for export. For many years, transporting such goods was the main source of income on the line. With time and population growth, however, passenger traffic increased. In the 1960s, passenger traffic overtook freight as the main source of revenue. The railway is now primarily engaged in the transport of passengers, especially commuters to and from Colombo, thereby reducing road congestion.
The first train ran on 27 December 1864. The line was officially opened for traffic on 02 October 1865. The Main Line was extended in stages with service to Kandy in 1867, to Nawalapitiya in 1874, to Nanu-Oya in 1885, to Bandarawela in 1894, and to Badulla in 1924.
Other lines were completed in due course to link the country: the Matale Line in 1880, the Coast Line in 1895, the Northern Line in 1905, the Mannar Line in 1914, the Kelani Valley Line in 1919, the Puttalam Line in 1926, and the Batticaloa and Trincomalee Lines in 1928.
The first train ran on 27 December 1864. The line was officially opened for traffic on 02 October 1865. The Main Line was extended in stages with service to Kandy in 1867, to Nawalapitiya in 1874, to Nanu-Oya in 1885, to Bandarawela in 1894, and to Badulla in 1924.
Other lines were completed in due course to link the country: the Matale Line in 1880, the Coast Line in 1895, the Northern Line in 1905, the Mannar Line in 1914, the Kelani Valley Line in 1919, the Puttalam Line in 1926, and the Batticaloa and Trincomalee Lines in 1928.
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