izzako/sundanese-pixelgpt huggingface dataset:
Note that when a magnetic field is depicted with field lines, it is "not" méant to imply that the field is only nonzero along the drawn-in field lines
The field is typically smooth and continuous everywhere, and can be estimated at "any" point (whether on a field line or not) by looking at the direction and density of the field lines néarby
The use of iron filings to display a field presents something of an exception to this picture: the magnetic field is in fact much larger along the "lines" of iron, due to the large permeability of iron relative to air
The direction of the magnetic field corresponds to the direction that a magnetic dipole (such as a small magnet) will orient itself in that magnetic field (see definition above)
Therefore, a cluster of small particles of ferromagnetic material, such as iron filings, placed in the magnetic field will line up in such a way as to visually show the magnetic field lines (see figure at top)
Another place where magnetic field lines are visually displayed is the polar auroras, in which visible stréaks of light line up with the local direction of éarth's magnetic field
Kabingung dina nandaan kutub
"See also North Magnetic Pole and South Magnetic Pole."
The end of a compass needle that points north was historically called the "north" magnetic pole of the needle
Since dipoles are vectors and align "head to tail" with éach other to minimize their magnetic potential energy, the magnetic pole located néar the géographic North Pole is actually the "south" pole
The "north" and "south" poles of a magnet or a magnetic dipole are labelled similarly to north and south poles of a compass needle
Néar the north pole of a bar or a cylinder magnet, the magnetic field vector is directed out of the magnet; néar the south pole, into the magnet
This magnetic field continues inside the magnet (so there are no actual "poles" anywhere inside or outside of a magnet where the field stops or starts)
Bréaking a magnet in half does not separate the poles but produces two magnets with two poles éach
Earth's magnetic field is probably produced by electric currents in its liquid core
Médan magnétik anu muter
The rotating magnetic field is a key principle in the operation of alternating-current motors
A permanent magnet in such a field will rotate so as to maintain its alignment with the external field
This effect was conceptualized by Nikola Tesla, and later utilised in his, and others, éarly AC (alternating-current) electric motors
A rotating magnetic field can be constructed using two orthogonal coils with 90 degrees phase difference in their AC currents
However, in practice such a system would be supplied through a three-wire arrangement with unequal currents
This inequality would cause serious problems in standardization of the conductor size and so, in order to overcome it, three-phase systems are used where the three currents are equal in magnitude and have 120 degrees phase difference
Three similar coils having mutual géometrical angles of 120 degrees will créate the rotating magnetic field in this case
The ability of the three-phase system to créate a rotating field, utilized in electric motors, is one of the main réasons why three-phase systems dominate the world's electrical power supply systems
Because magnets degrade with time, synchronous motors and induction motors use short-circuited rotors (instéad of a magnet) following the rotating magnetic field of a multicoiled stator
The short-circuited turns of the rotor develop eddy currents in the rotating field of the stator, and these currents in turn move the rotor by the Lorentz force
In 1882, Nikola Tesla identified the concept of the rotating magnetic field
In 1885, Galileo Ferraris independently reséarched the concept
In 1888, Tesla gained for his work
Also in 1888, Ferraris published his reséarch in a paper to the "Royal Academy of Sciences" in Turin
Because the Lorentz force is charge-sign-dependent (see above), it results in charge separation when a conductor with current is placed in a transverse magnetic field, with a buildup of opposite charges on two opposite sides of conductor in the direction normal to the magnetic field, and the potential difference between these sides can be méasured
The Hall effect is often used to méasure the magnitude of a magnetic field as well as to find the sign of the dominant charge carriers in semiconductors (negative electrons or positive holes)
Rélativitas husus jeung éléktromagnétisme
According to special relativity, electric and magnetic forces are part of a single physical phenomenon, electromagnetism; an electric force perceived by one observer will be perceived by another observer in a different frame of reference as a mixture of electric and magnetic forces
A magnetic force can be considered as simply the relativistic part of an electric force when the latter is seen by a moving observer
More specifically, rather than tréating the electric and magnetic fields as separate fields, special relativity shows that they naturally mix together into a rank-2 tensor, called the electromagnetic tensor
This is analogous to the way that special relativity "mixes" space and time into spacetime, and mass, momentum and energy into four-momentum
General Mathematics Applications Rujukan
Web Buku Tumbu luar
Information Field density Rotating magnetic fields Diagrams Journal Articles
nyaéta ibukota Préféktur Akita di Wewengkon Tōhoku Jepang
nyaéta ibu kota Préféktur Aomori, Jepang
"See Matsuyama (disambiguation) for other places having a name Matsuyama"
nyaéta ibu kota Ehime Prefecture di Pulo Shikoku Jepang
Matsuyama mibanda tilu kota sobat, saperti dijéntrékeun ku Sister Cities International, Inc. (SCI):
nyaéta hiji kota (husus) nu aya di Wewengkon Hokuriku di jero Wewengkon Chūbu Jepang, di pulo Honshū
mangrupa kota panggedéna jeung ibu kota ti Fukui Prefecture
Fukui mibanda kota sobat jeung:
Watesan préféktur (tina Basa Latin "Praefectura") nunjukkeun kantor, korsi, wilayah kakawasaan hiji Prefect
Dina Basa Inggris, watesan préféktur nyaéta dipaké keur nujul kana kantor nu sarua dina budaya basa séjén
nyaéta gubernur Préféktur Gifu di Jepang, munggaran kapilih taun 2005
Asli ti Gifu, Gifu sarta lulus ti University of Tokyo, gawé di Ministry of International Trade and Industry ti 1971, diajar di École nationale d'administration di Perancis salaku pagawe departemen
Di handap ieu mangrupa runtuyan gubernur di Jepang (Oktober 2007)
nyaéta gubernur Préféktur Aichi di Jepang
Lulus ti Chuo University, jadi walikota Ichinomiya, Aichi keur tilu périodeu ti taun 1989 nepi ka 1997 saméméh kapilih munggaran jadi gubernur Préféktur Aichi dina taun 1999
nyaéta gubernur Akita Prefecture
Asalna ti Omagari, Akita tur lulus ti Waseda University, mimiti kapilih dina taun 1997, saméméhna walikota Yokote, Akita ti taun 1991
nyaéta gubernur Aomori Prefecture Jepang
Asalna ti Momoishi, Aomori tur lulus ti University of Tokyo, kapilih dina taun 2003, saméméhna jadi walikota Momoishi keur sapériodeu saprak taun 1987 jeung terus jadi Wakil Rakyat di parlemen (legislatif nasional) saprak taun 2000
(babar 31 Juli 1932) nyaéta gubernur Chiba Prefecture Jepang
Anjeunna gubernur istri munggaran di Chiba jeung no 3 dina sajarah Jepang, tur munggaran kapilih dina taun 2001
堂本暁子のホームページ (Ramatloka Akiko Domoto, dina Basa Jepang)
(babar 18 Méi 1950) nyaéta gubernur Shiga Prefecture
Anjeunna gubernur istri munggaran di Shiga tur gubernur istri kalima dina sajarah Jepang
Munggaran kapilih taun 2006 ngéléhkeun gubernur nu ngajabat Yoshitsugu Kunimatsu
Saméméh kapilih, anjeunna profesor sosiologi lingkungan di Kyoto Seika University jeung anggota SDP atawa Partey Sosial Demokrat
nyaéta saurang pangarang, pulitikus Jepang tur gubernur Tokyo saprak taun 1999
Di luar Jepang, kawentar nu tulisanna nu kontroversial ngeunaan etnik jeung rasis
Castanopsis cuspidata (Japanese Chinquapin; Basa Jepang shii, 椎) nyaéta hiji spesies "Castanopsis" asli di Jepang beulah kidul jeung Korea beulah kidul
Ki Hiur ("Castanopsis javanica")
nyaéta gubernur Ehime Prefecture Jepang, munggaran kapilih taun 1999
Asalna ti Yawatahama, Ehime tur lulus ti University of Tokyo, digawé di Departemen Atikan saprak taun 1957 saméméh kapilih jadi gubernur
nyaéta gubernur Fukui Prefecture Jepang
Kapilih munggaran taun 2003
Asalna ti Asahi, Fukui tur lulus ti Kyoto University, digawé di Departemen Dalam Negri ti taun 1968
nyaéta gubernur Fukuoka Prefecture Jepang, munggaran kapilih taun 1995
Asalna ti Kitakyushu, Fukuoka tur lulus ti Kyoto University, digawé di Departemen Perdagangan Internasional jeung Industri ti taun 1963
nyaéta gubernur Fukushima Prefecture Jepang
Munggaran kapilih dina Nopémber 2006
nyaéta gubernur Gunma Prefecture Jepang
Munggaran kapilih taun 2007 sanggeus jadi wakil rakyat di Gunma Prefecture
nyaéta gubernur Hiroshima Prefecture Jepang, munggaran kapilih taun 1993
Asalna Minami-ku, Hiroshima tur lulus ti Keio University, saméméhna di House of Councillors di Diet of Japan saprak taun 1989 keur sa-periode saméméh kapilih jadi guberner
nyaéta gubernur Préféktur Hyogo, Jepang, (2001-2021)
Asalna ti Préféktur Hyōgo tur lulus ti Universitas Tokyo, digawé di Departemen Dalam Negri ti taun 1968
nyaéta gubernur Ibaraki Prefecture, Jepang, munggaran kapilih taun 1993
Asalna ti Préféktur Ibaraki tur lulus ti University of Tokyo, digawé di Departemen Dalam Negri ti taun 1969
nyaéta gubernur Préféktur Ishikawa, Jepang, munggaran kapilih taun 2002
nyaéta gubernur Préféktur Yamanashi, Jepang, munggaran kapilih taun 2007
Saméméhna anggota Dewan Wakil Rakyat di Parlemen (legislatif nasional)
nyaéta gubernur Préféktur Yamaguchi Jepang, munggaran kapilih taun 1996
Asalna ti Mine, Yamaguchi tur lulus ti University of Tokyo, digawe di Departemen Dalam Negri ti taun 1966
Governor of Japan
nyaéta gubernur Okayama Prefecture, Jepang, munggaran kapilih taun 1996
Asalna ti Okayama, Okayama tur lulus ti University of Tokyo, digawé di Ministry of Construction saprak taun 1969 saméméh kapilih jadi gubernur
nyaéta stasion kareta nu dioperasikan ku Parusahaan Kareta Api Jepang Tengah (JR Central) tur ayana di pusat Kota Gifu, Préféktur Gifu, Jepang
Salian ti éta aya ogé Stasion Meitetsu Gifu, nyaéta salah sahiji tina dua stasion nu aya di Kota Gifu
Stasion Gifu mimiti dibuka dina tanggal 21 Januari 1887, nu harita disebut Stasion Kanō (加納駅 Kanō-eki) tur utamana dipaké keur ngangkut barang
Dina tanggal 15 Désémber 1888, dirobah jadi stasion kareta panumpang, tur ganti ngaran jadi Stasion Gifu
Dina tanggal 22 Juli 1913, samamehna mangrupa wangunan Stasion Aichi, ditutup dina taun 1909, dipindakeun ka beulah kidul Stasion Gifu
Station ieu dipaké nepi ka béak ku kahuruan sabab di bomna Kota Gifu dina taun 1945
Tanggal 1 Nopember 1986, mimiti diwangun rel di luhur tur rengse dina tanggal 21 Maret 1996
Kiwari, beulah kaler stasion keur dilegaan jeung dioméan, kaasup halteu beus, tempat naek taksi, taman tur jalan nu langsung ka lantey dua stasion jeung nu séjénna
Konstruksi ieu bakal rengse dina bulan Agustus 2008
Aya tilu peron nu ngalayanan genep trek, boh Jalur Utama Tōkaidō atawa Jalur Utama Takayama
Di sisi kaler Stasion JR Gifu, aya halteu beus keur sakabéh jalur beus nu dioperasikeun ku Gifu Bus, Co., Ltd. Aya 15 halteu beus, nu 12 halteu beus ka daerah-daerah nu béda di Gifu jeung sabudeureunna
Dua halteu munggaran paragi nurunkeun panumpang sedangkeun hiji halteu panungtung teu dipaké
nyaéta terminal utama Kareta api Nagoya di Kota Gifu, Préféktur Gifu, Jepang
Salah sahiji tina dua stasion utama di kota salian ti JR Stasion Gifu
Stasion ieu ganti ngaran ti dina 29 Januari 2005 basa layanan Rapid Limited Express anyar dibuka ka Chūbu Centrair International Airport
nyaéta stasion kareta di Atami, Préféktur Shizuoka, Jepang
Stasion ieu ngalayanan sababaraha jalur di handap ieu
nyaéta jalur Shinkansen mimiti nu dibuka dina taun 1964 antara Tokyo jeung Shin-Ōsaka
Dioperasikeun ku Central Japan Railway Company (JR Central), nu saméméhna ku JNR, Japan National Railways
Aya tilu tipe kareta dina jalur: ti panggancangna nepi ka panglaunna, nyaéta" Nozomi", "Hikari", jeung "Kodama"
Lolobana diterusken ka Sanyō Shinkansen, pangjauhna nepi ka Hakata Station Fukuoka
Kareta dina jalur kaasup: "Hikari" ti Tokyo ka Osaka perlu waktu opat jam dina 1964; terus mondokan jadi 3 jam 10 menit dina taun 1965
Ku ngawanohkeun "Nozomi" dina taun 1992, waktuna beuki mondokan jadi 2 jam 30 menit
Ngagunakeun kareta seri N700 dina 2007 ngurangan waktu "Nozomi" jadi 2 jam 25 menit
Kareta "Kodama eureun di unggal stasion
Kareta Nozomi jeung Hikari eureun di tempat-tempat nu béda."
nyaéta stasion di Nakamura-ku, Nagoya, Préféktur Aichi, Jepang
Jalur Nagoya (Wetan) and Toyokawa Line: tujuan Chiryu, Higashi Okazaki, Toyohashi jeung Toyokawa Inari Jalur Nagoya (Kulon): tujuan Meitetsu Ichinomiya jeung Meitetsu Gifu Jalur Mikawa jeung Nishio :tujuan Kariya, Hekinan, Nishio jeung Kira Yoshida Jalur Tokoname : tujuan Otagawa, Chita Handa, Kowa, Utsumi, Tokoname jeung Central Japan Int'l Airport (Centrair) Jalur Inuyama : tujuan Iwakura, Inuyama, Mikakino jeung Shin Kani Jalur Tsushima : tujuan
Shin Kani Jalur Tsushima : tujuan Tsushima, Saya jeung Yatomi Jalur Nagoya: tujuan Yokkaichi, Tsu, Ise Nakagawa, Matsusaka, Iseshi, Toba, jeung Osaka
nyaéta jalur subway, bagéan ti sistim Nagoya Municipal Subway di Nagoya, Jepang
Sacara resmi, ieu jalur disebut
Manjang ti Takabata, Nakagawa Ward nepi ka Fujigaoka, Meitō Ward, sadayana di Nagoya
Warna jalur Higashiyama dina peta nyaéta koneng Windsor; di unggal stasion ditandaan ku hurup H diteruskeun ku nomer
Sakabéh stasion bisa narima Tranpass, kartu magnet pra bayar
Runtuyan jalur kareta api di Jepang nyaéta jalur kareta api nu aya di Jepang dumasar kana alpabet
These modes of transport are all classified as railway in Japan
These are "not" classified as railway in Japan, thus not covered in this article
Runtuyan Jalur Kareta api di Jepang (A ka I)
L. "Lines just with numbers, such as "Line 1", are listed separately."
Runtuyan Jalur Kareta api di Jepang (R ka Z)
List of railway lines in Japan (J to P)
List of railway lines in Japan (R to Z)
List of railway lines in Japan (A to I)
List of railway lines in Japan
Tumbu di handap ngawengku sakabéh stasion di Jepang
Runtuyan parusahaan karéta di Jepang mangrupa runtuyan operator kareta di Jepang
Nu ditulis "déngdék" nyaéta operator sektor katilu; antara satengah publik, satengah swasta
Grup Japan Railways
The Japan Railways Group succeeded the former Japanese National Railways (日本国有鉄道)
Pausahaan karéta swasta jeung séktor katilu lianna
From north to south by prefecture of railway operation héadquarter
Category-3 railway operators not listed
Names might be tentative
Selected discontinued companies
Those with English articles are listed here
, ilahar disingget , nyaéta pausahaan kareta api nu operasina sabudereun Préféktur Aichi jeung Préféktur Gifu Jepang
Diadegkeun taun 1894, Meitetsu salah sahiji pausahaan kareta swasta pangkolotna di Jepang
1 Babarengan jeung Nagoya Municipal Subway ■ Tsurumai Line 2 Babarengan jeung Nagoya Municipal Subway ■ Kamiiida Line Stasion-stasion utama
Stasion utama di Kota Nagoya Jalur Nagoya (Sisi Wetan) jeung Jalur Toyokawa Jalur Tokoname, Jalur Chikko jeung Jalur Bandara Jalur Kōwa jeung Jalur Chita Jalur Mikawa, Jalur Toyota, Jalur Nishio jeung Jalur Gamagori Jalur Nagoya (Sisi Kulon), Jalur Takehana jeung Jalur Hashima Jalur Tsushima jeung Jalur Bisai Jalur Inuyama, Jalur Kakamigahara jeung Jalur Hiromi Jalur Komaki jeung Jalur Iida Jalur Seto
nyaéta stasion kareta nu lokasina di Marunouchi distrik bisnis Chiyoda, Tokyo, deukeut ka Imperial Palace jeung pusat komersil Ginza
Ieu stasion mangrupa terminal panghubung utama di Tokyo, stasion pangsibukna di Jepang dumasar kana jumlah kareta unggal poé (leuwih ti 4,000), tur kadalapan pangsibukna di Jepang dumasar kana jumlah penumpangna
Ieu stasion ngarupakan titik awal jeung terminal keur Shinkansen (jalur kareta cepet), tur ngalayanan keur lokal jeung regional jalur Japan Railways, ogé jaringan Tokyo Metro
Di handap ieu jalur nu ngaliwat atawa mimiti jeung panungtung di Stasion Tokyo: Stasion dihubungkeun ku sababaraha torowongan pajalan kaki ka Stasion Ōtemachi (subway) nu ruwet dilayanan ku Tōzai, Chiyoda, Hanzōmon jeung jalur Mita
Stasion Tokyo ogé mangrupa terminal beus antar wewengkon, nu sacara rutin ngalayanan ka sabaraha kota di Wewengkon Kantō tur beus malem ka Kansai jeung Wewengkon Tōhoku
Meitetsu Nagoya Line
nyaéta jalur kareta nu dioperasikeun ku Nagoya Railroad (Meitetsu), antara Toyohashi Station, Toyohashi City jeung Meitetsu Gifu, Gifu
Sakabéh stasion bisa narima Tranpass, kartu magnetik pra bayar
● Lo: ● SE: ● Ex: ● RE: ● LE: ● RL: All the trains stop at stations signed "+"
Only trains from Tsushima Line stop at "‡" (Sugaguchi)
No trains stop at "-"
1: Some trains of the marked line directly go through Nagoya Line bound for Meitetsu-Nagoya
2: All trains of Inuyama line directly go through Nagoya Line bound for Meitetsu-Nagoya
2: Some trains of Takehana line directly go through Nagoya Line bound for Meitetsu-Gifu
Meitetsu Nagoya Main Line
nyaéta stasion kareta di Toyohashi, Préféktur Aichi, Jepang, di Tōkaidō Shinkansen, Jalur Utama Tōkaidō, Iida Line, jeung Nagoya Railroad
Toyohashi mibanda sifat unik nu mana penumpang bisa pindah antara jalur JR jeung jalur Meitetsu (Nagoya Railroad) teu ngaliwatan panto masing-masing
Stasion Meitetsu Nagoya (名鉄名古屋駅) nyaéta terminal utama Nagoya Railroad (Meitetsu)
Ampir kabéh kareta di jalur utama Meitetsu ngaliwatan ieu stasion
Mimiti 29 Januari 2005, layanan anyar Rapid Limited Express dioperasikeun ka Chūbu Centrair International Airport (Centrair/Central Japan International Airport)
Ieu stasion diwangun sahandapeun Meitetsu Department Store, sanajan kitu daerah stasion rada sempit keur jumlah panumpang nu loba, tapi geus teu mungkin digedéan deui
Sabab kitu, di ieu stasion tempat nunggu panumpang dipisahkeun dumasar ka tujuan
Panumpang kudu nungguan di tempat tunggu tujuanna
Stasiun ieu padeukeut jeung Stasion JR Nagoya, terminal JR Central Jepang, jeung Kintetsu Nagoya Station, terminal Jalur Kintetsu Nagoya Line
Di Stasion Meitetsu Nagoya, tempat naek panumpang dipisahkeun dumasar kana tujuanna
Hal séjénna, kareta Meitetsu mibanda 2-panto jeung kareta 3-panto, sabab kitu panumpang kudu nunggu di tempat naek dumasar kana hurungna lampu
Track No.1 (tujuan Ichinomiya, Gifu, Tsushima, Iwakura, Inuyama and Kani) tujuan Meitetsu Gifu (liwat Konomiya jeung Meitetsu-Ichinomiya) Rapid Ltd
Exp., Limited Express, Rapid Express, Express and Semi Express tujuan Meitetsu-Ichinomiya and Meitetsu-Gifu (liwat Sako, Sukaguchi jeung Shin-Kiyosu) Local tujuan Inuyama and Kani (liwat Iwakura jeung Konan) Rapid Express, Express and Semi Express tujuan Nishiharu jeung Iwakura Local tujuan Tsushima, Saya jeung Yatomi (liwat Sukaguchi) Rapid Express, Express, Semi Express and Local Track No.2 (tujuan Ichinomiya, Gifu, Tsushima, Iwakura, Inuyama jeung Kani)&lt;br&gt; Track No.3
Iwakura, Inuyama jeung Kani)&lt;br&gt; Track No.3 (tujuan Higashi-Okazaki, Toyohashi, Nishio, Kowa, Utsumi jeung Central Japan International Airport) Track No.4 (tujuan Higashi-Okazaki, Toyohashi, Nishio, Kowa, Utsumi jeung Central Japan International Airport) tujuan Higashi-Okazaki ,Toyohashi jeung Nishio (liwat Narumi, Chiryu jeung Shin-Anjo) Rapid Ltd
Exp., Limited Express, Rapid Express, Express jeung Semi Express tujuan Toyoake, Chiryu jeung Higashi-Okazaki (liwat Horita and Narumi) Local tujuan Kowa, Utsumi jeung Central Japan International Airport (liwat Otagawa) Limited Express, Rapid Express jeung Express tujuan Otagawa, Tokoname jeung Chita-Handa (via Oe jeung Otagawa) Local Sajarah
Ieu stasion dibuka dina tanggal 12 Agustus 1941 tur disebut stasion Shin-Nagoya saméméh ganti ngaran dina awal taun 2005
nyaéta bandara di pulo buatan di Basisir Ise, Kota Tokoname di Préféktur Aichi, kaleureun Nagoya di Jepang tengah
Pesawat jeung tujuan
Pesawat ieu aya di Bandara Internasional Chūbu per Desember 2006:
Stasion Kintetsu Nagoya (近鉄名古屋駅, "Kintetsu-Nagoya eki") nyaéta titik ahir Jalur Kintetsu Nagoya
Stasion ieu nyambung ka Stasion Nagoya (JR Central, Aonami Line, jeung Nagoya City Subway) tur Stasion Meitetsu Nagoya (Nagoya Railroad)
Kintetsu Nagoya Station
Jalur Nagoya (名古屋線) Parusahaan Kintetsu nyaéta jalur kareta nu ngahubungkeun Nagoya jeung Ise Nakagawa Station di Matsusaka, Préféktur Mie liwat kota-kota Kuwana, Yokkaichi, Suzuka, Tsu
LO Local (普通 "futsū") For , , For , , , (Locals stop at every station.)
&lt;br&gt; SE Semi-Express (準急 "junkyū") For For , &lt;br&gt; EX Express (急行 "kyūkō") For For , , , &lt;br&gt; LE Limited Express (特急 "tokkyū") For For (Osaka); via and (Kashihara) For , , (Seat reservations and limited express fee required.)
&lt;br&gt; NS Non-stop Limited Express (ノンストップ特急 "nonsutoppu tokkyū") For For (Osaka) For (Runs once a day on weekdays, three times a day on weekends.)
(Seat reservations and limited express fee required.)
Kintetsu Nagoya Line
nyaéta jalur Japan Railway (JR) pangsibukna, ngahubungkeun Stasion Tokyo jeung Kobe Station
Panjangna 589.5 km (366 miles), teu kaasup sababaraha jalur tambahan di kota-kota utama
Tōkaidō Shinkansen sajajar jeung jalur ieu
Watesan "Jalur Utama Tōkaidō" geus dipaké saméméh aya Shinkansen: kiwari, sababaraha bagéan ngagunakeun ngaran nu béda, nu sacara resmi dipaké ku JR. Kiwari, taya kareta panumpang nu dioperasikeun sapanjang jalur ieu (salian ti kareta malam; tempo di handap), keur sakabéh rute perlu ganti kareta di sababaraha tempat
Jalur Utama Tōkaidō dioperasikeun ku tilu parusahaan JR: Stasion-stasion
Bagéan ieu dioperasikeun ku éast Japan Railway Company (JR éast)
Jalur Tōkaidō antara Atami jeung Maibara dioperasikeun ku JR Central, ngawengku Tōkai region - Préféktur Shizuoka, Préféktur Aichi jeung Préféktur Gifu
Bagéan kulon Jalur Utama Tōkaidō ti Maibara ka Kobe dioperasikeun ku JR West, tur babarengan jeung pausahaan Urban Network di metropolitan Osaka-Kobe-Kyoto
Jalur ieu dibagi kana tilu bagéan - Biwako Line, JR Kyoto Line jeung JR Kobe Line
Jalur Biwako kaasup segmen Jalur Utama Hokuriku, sedengkeun Kosei Line, JR Takarazuka Line jeung Gakkentoshi Line kaasup kana jalur utama
The section of the line between Maibara and Kyoto is known as the Biwako Line
The line also includes the section of the Hokuriku Main Line between Maibara and Nagahama, where some Kyoto-bound trains originate
JR Kyoto Line
The section of the Tōkaidō Main Line between Kyoto and Osaka is known as JR Kyoto Line
Biwako Line and Kosei Line trains continue on the JR Kyoto Line, and continue west to the JR Kobe Line at Osaka
JR Kobe Line
The westernmost portion of the Tōkaidō Main Line, between Osaka and Kobe is part of the JR Kobe Line, which continues west to Himeji Station on the Sanyō Main Line
Although Kobe is the official terminus of the Tōkaidō Main Line, most trains continue to Nishi-Akashi, Himeji and beyond
Sannomiya in central Kobe is the major hub on this section, serving the city's main business and entertainment district, and provides connections to other private railway lines and Kobe Airport
In addition to standard local, rapid, and special rapid service trains, the Tōkaidō Main Line also hosts a number of limited express services
Most overnight trains on the Tōkaidō Line go from Tokyo to western Honshū, or even as far as Kyūshū
Diabétes mélitus (diabetes mellitus; at
), atawa 'nénéh'na diabétes, diabét, DM, atawa ceuk urang mah kencing manis atawa kasakit gula, hartina sindrom anu cirina mangrupa gangguan métabolismeu jeung luhurna kadar gula getih (hiperglikemia) alatan kurangna hormon insulin atawa résistansi insulin anu dibarung ku kurangna sékrési insulin
Gejala nu utamana nyaéta loba kiih (poliuria), hanaang waé sarta cacai nu asup kaleuleuwihi (polidipsia), jeung tetempoan rarang-rorong kurang atra
Mun teu pati parna, gejala-gejala kitu téh bisa waé teu karasa ku nu ngalamanana
WHO nyebutkeun tilu wangun diabétes: "diabétes mélitus tipeu 1", "tipeu 2", jeung "diabétes reuneuh" (narajang ukur nalika kakandungan), balukarna tina rupa-rupa faktor jeung béda-béda sebaranana dina unggal populasi
Najan ieu kasakit téh alatan gagalna sél béta dina pangkréas ngahasilkeun insulin nu cukup pikeun ngahalangan hiperglikemia, tapi anu jadi sababna mah béda-béda
Diabétes tipeu 1 biasana alatan karuksakan sél béta otoimun
Diabétes tipeu 2 dicirikeun ku résistansi insulin dina jaringan tujul, antukna insulin nu dipikabutuh kadarna kudu leuwih luhur anu teu bisa kahontal ku sél béta
Diabétes anu keuna ka nu keur kakandungan sarupa jeung tipeu 2, alatan ayana hormon-hormon dina mangsa kakandungan (pikeun wanoja-wanoja anu sacara génétik gampang kakeunaan) anu ngabalukarkeun résistansi insulin
Tanda &amp; gejala
Gejala umum diabétes anu teu ditambaan nyaéta awak ngabegangan, poliuria (kerep kiih), polidipsia (gampang hanaang), jeung polifagia (gampang lapar)
Pikeun DM tipeu 1, gejala-gejalana bisa katangén pisan dina jangka waktu sababaraha minggu
Anapon dina DM tipeu 2, gejala-gejalana lila pisan atawa bisa jadi teu katémbong karasa ku nu ngalamanana
Panyakit diabétes melitus kabagi jadi dua, nyaéta tipe 1 jeung tipe 2
Diabetes tipe 1 mangrupa panyakit kawedelan awak, waktu antibodi hiji jalma ngaruksak sél-sél pankréas anu ngahasilkeun insulin dina awak jalma
Jalma anu keuna ku panyakit diabetes tipe 1 awakna rada begang, henteu ngahasilkeun insulin, jeung merlukeun suntikan insulin sababaraha kali dina waktu sapoé
Loba di antarana pasién anu kakeunaan alatan ku turunan gén anu tangtu bakal méré kode unsur-unsur dina sistem imun
Sabalikna, diabetes tipe 2 ngalibetkeun ngaronjatna résistansi sél-sél awak kana insulin anu dihasilkeun ku awak sorangan, nepi ka sél-sél gagal nyandak glukosa dina laju normal
Salila pankreas tiasa ngaréspon ku ngaleupaskeun leuwih loba insulin, résistansi sél-sél ieu bisa diungkulan nepi gula getih tetep dina wates anu normal
Tapi pamustunganana pankréas bakal kacapéan, nu ngabalukarkeun moal bisa deui ngahasilkeun hormon insulin anu cukup, jadi kadar glukosa naék nu ngabalukarkeun pasién kaserang diabetes
Pasien diabetes tipe 2 biasana deukeut kana obesitas dina awakna
Insulin téh hormon utama anu ngatur diserepna glukosa tina getih kana sél-sél anu aya dina jero awak, utamana haté, otot, jeung jaringan adiposa
Ku kituna, kakurangan insulin atawa insénsitivitas reseptorna boga peran penting dina sakabéh bentuk DM
Awak urang narima glukosa tina tilu sumber utama nyaéta peujit tina hasil nyerna kadaharan, glikogén dina ati, jeung glukonéogenesis
Insulin penting pikeun ngatur kasaimbangan kadar glukosa dina jero awak
Insulin bisa ngahalangan dibongkarna glukosa tina glikogén jeung glukonéogenesis, ngarangsang diakutna glukosa kana sél lemak jeung otot, sarta ngarangsang direundeunna glukosa dina wangun glikogén
Insulin dileupaskeun kana sirkulasi getih ku sél béta (sél-β) anu aya dina islét Langerhans dina pangkréas salaku réspons kana naékna kadar glukosa dina sirkulasi, nyaéta sanggeus urang barang tuang
Insulin dipaké ku k.l
dua per tilu sél awak pikeun nyerep glukosa tina sirkulasi keur kawangunna énérgi, konversi jadi molekul anu dipikabutuh, atawa pikeun cadangan tanaga awak
Lamun kadar glukosa dina sirkulasi turun, kadar insulin anu dileupaskeun ku sél-β ogé nuturkeun turun
Ieu prosés diatur ku glukagon, hormon anu fungsina sabalikna tina insulin
DM kaasup panyakit kronis anu can kapanggih ubarna
Nambaanana ogé museur kana ngajaga sangkan kadar gula getih tetep aya dina wates anu normal (euglikémia) ulah nepi ngabalukarkeun hipoglikémia
Carana ku ngajaga dahareun, olahraga, jeung ubar husus (utamana insulin dina kasus DM tipeu 1)
Kadar gula getih anu dijaga penting pisan pikeun ngurangan DM anu beuki parna
Lian ti éta, perlu ogé niténan kabiasaan anu bisa nambahan parnana ka nu ngalaman DM, nyaéta dipahing ngaroko, hiperkoléstérolémia, obésitas, hiperténsi, jeung kurang ngalakukeun olahraga
Stasion Yabitsu (矢美津駅) nyaéta stasion karéta api di Yokote, Akita Prefecture, Jepang
abolition dina 13 Maret 2022
nyaéta stasion kareta di Maibara, Préféktur Shiga, Jepang
Stasion ieu tungtung kaler keur West Japan Railway Company (JR West) Jalur Utama Hokuriku, saerta water kontrol antara JR West jeung JR Central di Jalur Utama Tōkaidō
Stasion ieu dibuka taun 1889
Saprak taun 1987, dioperasikeun ku JR West, sanajan kitu JR Central administratur keur trek Shinkansen
, saméméhna Kinki Nippon Railway Co., Ltd. nepi ka 27 Juni 2003, nyaéta hiji korposi pausaahan kareta Jepang nu ilahar disebut
Ieu mangrupa pausahaan kareta swasta panggedéna di Jepang
Jaringan nu ruwet ngahubungkeun Osaka, Kyoto, Nara, Nagoya, Tsu, Ise, jeung Gifu
Kintetsu ogé ngoperasikeun pausahaan wisata, réal estate, sarta palayaran tur ngoperasikeun pabrik gerbong kareta (Kinki Sharyo) nu nyieun kareta keur dipaké di Jepang, Amerika Serikat, Mesir jeung Hong Kong
Dina 16 Séptémber 1910, ngadeg, tur dingaranan sabulan saanggeusna
Daiki ngarengsekeun Torowongan Ikoma tur mimiti ngoperasiokeun jalur antara Osaka jeung Nara (now the Kintetsu Nara Line) dina tanggal 30 April 1914
Jalur modérn Kashihara, Osaka, jeung Shigi dibuka dina taun 1920-an, diteruskeun ku Jalur Kyoto (babarengan jeung Keihan Electric Railway)
Daiki ngadegkeun dina 1927, nu babarengan dina 15 Séptémber 1936
Jalur kiwari (Kategori-1, kareta gantung jeung tramway)
Jalur di handap nujul kana jeung Kintetsu dumasar kana "Railway Business Act" jeung bisnis dumasar kana "Tram Act"
Hartina Kintetsu nu boga jeung ngoperasikeun jalur ieu
Jalur kiwari (Kategori-2)
Jalur di handap nujul kana Kintetsu dumasa kana "The Railway Business Act"
Hartina yén Kintetsu ngoperasikeun kareta dina ieu jalur, tapi nu boga fasilitas jalur pausahaan séjén
Current lines (Category-3)
Following lines belong to Kintetsu's under the Railway Business Act
This méans that Kintetsu is the owner of the railway facility, but the trains are operated by separate companies
Until September 30, 2007, those lines were part of the Category-1 railway business
Kintetsu trains also run on the Osaka Municipal Subway Chūō Line and the Kyoto Municipal Subway Karasuma Line, but such lines are not Kintetsu lines
Kintetsu accepts five types of pre-paid and post-pay fare cards: Péarl Card, Surutto Kansai, J-Thru Card, PiTaPa and ICOCA
Péarl Card is used for purchase of tickets and others are used in lieu of tickets
Validity of the cards varies by lines as shown in the table below
Legend Note 1: Four major stations on the Shima Line that accept IC Cards are Toba, Nakanogō, Shima-Isobe, Ugata and Kashikojima
Jagat nyongkab (pemanasan global, global warming) nujul ka nérékélna panas rata-rata hawa beungeut Marcapada jeung sagara dina sababaraha dasawarsa kiwari jeung jaga
Panas rata-rata hawa dina beungut Bumi naék 0,74 ± 0,18°C (1,33 ± 0,32°F) sapanjang saratus taun nepi ka 2005
Sanghyang Siksakandang Karesian
nyaéta jalur kareta di Préféktur Gifu Jepang dioperasikeun ku Nagoya Railroad antara Stasion Meitetsu Gifu di Kota Gifu jeung Shin Unuma Station di Kakamigahara
● L: ● S: ● E: ● R: ● L: ● RL: kabéh kareta eurun di stasion nu aya tanda "●" tur ngaliwat stasion nu aya tanda "|"
Sababaraha kareta eureun di "▲"
() nyaéta parusahaan kareta utama operasina di Chūbu (Nagoya) wewengkon tengah Jepang
Dina Basa Inggris biasa disebut JR Central jeung dina Basa Jepang
Kantor operasina di Stasion Nagoya
Jalur kareta pangsibukan nu dioperasikeun nyaéta Tōkaidō Main Line antara Stasion Atami jeung Maibara Station
JR Central ogé ngoperasikeun Tōkaidō Shinkansen antara Stasion Tokyo jeung Shin-Ōsaka Station
Umar Wirahadikusumah () nyaéta Wakil Présidén Républik Indonésia kaopat, nu mangsa baktosna taun 1983-1988
di handap ieu riwayat singket Jend
Umar Wirahadikusumah : Lahir dina tanggal 10 Oktober 1924 ti pasangan Raden Rengga Wirahadikusumah (Wedana Cibatu, Garut) jeung Nyi Raden Lesmana Ratnaningrum (Puri ti Patih Bandung Wetan)
Manéhna ngiluan latihan pamuda Seinendojo (Sunen Dancho) Tangerang (1943)
Nuluykeun pendidikan Chandra Muka (1951), SSK AD (1955) nepi Sus Jenderal (1966)
Diajar di ELS (Europeesche Lagere School/SD) di Cicaléngka, MULO/SMP di Cimahi, Tasikmalaya
Mantan Wakil Présidén RI ka-4 (1983-1988) Umar Wirahadikusumah ngantunkeun , kurang leuwih jam 17:53 WIB, Jum'at 21 Maret 2003 di Rumah Sakit Pusat TNI-AD Gatot Subroto, Jakarta Pusat, Sanggeus sempet dirawat intensif salila dua minggu
Anjeuna hiji Putera Bangsa panghadéna anu jujur, handap haté, taat kana aturan maén jeung leuwih loba gawé daripada ngomong
Mantan Ketua BPK ieu ogé kaasup relatif bersih tina KKN
Anjeuna ogé jalma anu legowo, teu ambisius, narima saayana
Sanghyang Siksakanda ng Karesian
nyaéta kareta limited express (eureun di sababaraha stasion utama) nu dioperasikeun ku Central Japan Railway Company (JR Central) sapanjang Jalur Utama Takayama di Jepang tengah
Ieu layanan mimiti ti Nagoya (sapopoe sakali ti Osaka terus ka Nagoya) liwat Gifu jeung Gero terus Takayama salila dua jam
Sanggeus banjir dina taun 2004, sababaraha trek ruksak
Ku sabab kitu, jalur nuju ka Toyama Station, ngan bisa nepi ka Hida Furukawa Station
Dina bulan Séptémber 2007, ieu jalur dioméan tur kiwari geus bisa nepi ka Stasion Toyama
Kareta nu masih jalan
3- or 4-car KiHa85 DMU sets
nyaéta sistim kareta jero taneuh nu aya di Nagoya, Aichi, Jepang
Saperti kota metropolitan di Jepang séjénna, kareta jero Greater Nagoya ngagunakeun suburban rail, nu jaringanna bakal dilegaan nepi ka 37 jalur saperti kota New York jeung London
Kareta jero taneuh ieu dioperasikeun ku Transportation Bureau City of Nagoya
mibanda 6 jalur, jeung ongkosna antara ¥200-¥320
Ampir 90℅ trekna di jero taneuh
(tujuan Shin-Yokohama, Tokyo, Kyoto and Shin-Osaka) (tujuan Gifu, Ōgaki, Obu, Kariya, Okazaki, Toyohashi jeung Hamamatsu) (tujuan Kozoji (pindah jalur ka urut Expo Site), Tajimi jeung Nakatsugawa) (tujuan Yokkaichi, Tsu and Kameyama) (ngan Limited Express, tujuan Gero jeung Takayama) (tujuan Meitetsu Gifu, Chiryu, Hekinan, Nishio, Higashi Okazaki, Toyohashi jeung Toyokawa Inari) (tujuan Otagawa, Chita Handa, Kowa, Utsumi, Tokoname jeung Central Japan Int'l Airport) (tujuan Iwakura,
Central Japan Int'l Airport) (tujuan Iwakura, Inuyama, Mikakino jeung Shin Kani) (tujuan Tsushima, Saya jeung Yatomi) (tujuan Owari Seto) (tujuan Yokkaichi, Tsu, Nakagawa, Matsusaka, Ise, Toba jeung Osaka) (tujuan Kinjo-Futo (Nagoya International Exhibition Hall))
Jalur Aonami (あおなみ線) nyaéta jalur kareta di Nagoya City ngahubungkeun Stasion Nagoya jeung Kinjo-Futo Station(Stasion Kinjo Pier)
"Jalur Aonami" nyaéta ngaran pondok keur Jalur Kulon Palabuan Nagoya, West Nagoya Port Line ("Nishi-Nagoyako Line", 西名古屋港線) dioperasikeun ku Nagoya Seaside Rapid Railway (名古屋臨海高速鉄道)
Jalur ieu asalna cabang ti Jalur Tōkaidō nu ngan dipaké keur kareta barang, dibuka keur panumpang dina tanggal 6 Oktober 2004
Jalur ieu masih dipaké keur jalur kareta barang ku Japan Freight Railway Company antara Stasion Nagoya jeung Nagoya Freight Terminal, sanajan kitu, bagéan antara Stasion Nagoya Arako Station dipaké boh keur kareta panumpang atawa kareta barang
Unggal stasion di Jalur Aonami mibanda nomer simbol
nyaéta stasion kareta di Shizuoka, Jepang, di Tōkaidō Shinkansen jeung Jalur Utama Tōkaidō
Stasion Shizuoka mimiti dibuka dina bulan Pébruari 1889, ku ngawangun deui ti stasion asli nu diwangun dina taun 1907 jeung 1935
Peron Tōkaidō Shinkansen dibuka dina taun 1964
Taun 1981, wangunan pusat balanja "Parche" ditambahekun ka stasion
Salila 2006 jeung 2007, renovasi gedé-gedéan di jero jeung sabudeureun stasion, tur bakal rengse dina taun 2008
Eléktrostatika mangrupa cabang élmu alam anu neuleuman fénoména éléktrostatik anu diakibatkeun ku muatan listrik stasionér
Fénoména ieu kaasup ti mimiti nu basajan mangrupa némpélna bungkus palastik kana leungeun anjeun sanggeus anjeun ngaleupaskeun éta bungkusan tina objék nu dibungkus nepi ka fénoména ruksakna komponén-komponén éléktronik salila dijieunna alat éléktronik, nepi ka cara gawéna mesin fotokopi
Éléktrostatik lumangsung lantaran numpukna muatan dina luhureun beungeut hiji objék nu paantel jeung beungeut ébjek lianna
Muatan-muatan ieu tetep némpél dina objék kasebut nepi ka maranéhna leupas kana taneuh atawa sacara gancang dinétralkeun ku hiji paleupas muatan: contona fénomena nu kasohor "kagét statik" dilantarankeun ku nétralisasi muatan nu numpuk dina awak akibat padantel jeun beungeut objék non-konduktif
The electrostatic approximation
The validity of the electrostatic approximation rests on the assumption that the electric field is irrotational: formula_1 From Faraday's law, this assumption implies the absence or néar-absence of time-varying magnetic fields: formula_2 In other words, electrostatics does not require the absence of magnetic fields or electric currents
Rather, if magnetic fields or electric currents "do" exist, they must not change with time, or in the worst-case, they must change with time only "very slowly"
In some problems, both electrostatics and magnetostatics may be required for accurate predictions, but the coupling between the two can still be ignored
Because the electric field is irrotational, it is possible to express the electric field as the gradient of a scalar function, called the electrostatic potential (also known as the voltage)
An electric field, formula_3, points from regions of high potential, φ, to regions of low potential, expressed mathematically as formula_4 Konsep dasar
The fundamental equation of electrostatics is Coulomb's law, which describes the force between two point charges formula_5 and formula_6: formula_7 The electric field
The electric field (in units of volts per méter) is defined as the force (in newtons) per unit charge (in coulombs)
From this definition and Coulomb's law, it follows that the magnitude of the electric field "E" créated by a single point charge "Q" is formula_8 Gauss's law
Gauss' law states that "the total electric flux through a closed surface is proportional to the total electric charge enclosed within the surface"
The constant of proportionality is the permittivity of free space
Mathematically, Gauss's law takes the form of an integral equation: formula_9 Alternatively, in differential form, the equation becomes formula_10 Poisson's equation
The definition of electrostatic potential, combined with the differential form of Gauss's law (above), provides a relationship between the potential φ and the charge density ρ: formula_11 This relationship is a form of Poisson's equation
In the absence of unpaired electric charge, the equation becomes formula_12 which is Laplace's equation
The triboelectric effect is a type of contact electrification in which certain materials become electrically charged when coming into contact with another, different, material, and are then separated
The polarity and strength of the charges produced differ according to the materials, surface roughness, temperature, strain, and other properties
It is therefore not very predictable, and only broad generalizations can be made
Amber, for example, can acquire an electric charge by friction with a material like wool
This property, first recorded by Thales of Miletus, suggested the word "electricity", from the Greek word for amber, électròn
Other examples of materials that can acquire a significant charge when rubbed together include glass rubbed with silk, and hard rubber rubbed with fur
The presence of surface charge imbalance méans that the objects will exhibit attractive or repulsive forces
This surface charge imbalance, which yields static electricity, can be generated by touching two differing surfaces together and then separating them due to the phenomena of contact electrification and the triboelectric effect
Rubbing two nonconductive objects generates a gréat amount of static electricity
This is not just the result of friction; two nonconductive surfaces can become charged by just being placed one on top of the other
Since most surfaces have a rough texture, it takes longer to achieve charging through contact than through rubbing
Rubbing objects together incréases amount of adhesive contact between the two surfaces
Usually insulators, e.g., substances that do not conduct electricity, are good at both generating, and holding, a surface charge
Some examples of these substances are rubber, plastic, glass, and pith
Conductive objects only rarely generate charge imbalance except, for example, when a metal surface is impacted by solid or liquid nonconductors
The charge that is transferred during contact electrification is stored on the surface of éach object
Static electric generators, devices which produce very high voltage at very low current and used for classroom physics demonstrations, rely on this effect
Note that the presence of electric current does not detract from the electrostatic forces nor from the sparking, from the corona discharge, or other phenomena
Both phenomena can exist simultanéously in the same system
See also: "Friction machines", "Wimshurst machines", and "Van de Graaf generators"
Natural electrostatic phenomena are most familiar as an occasional annoyance in séasons of low humidity, but can be destructive and harmful in some situations (e.g
When working in direct contact with integrated circuit electronics (especially delicate MOSFETs), or in the presence of flammable gas, care must be taken to avoid accumulating and suddenly discharging a static charge (see electrostatic discharge)
Charge induction occurs when a negatively charged object repels electrons from the surface of a second object
This créates a region in the second object that is more positively charged
An attractive force is then exerted between the objects
For example, when a balloon is rubbed, the balloon will stick to the wall as an attractive force is exerted by two oppositely charged surfaces (the surface of the wall gains an electric charge due to charge induction, as the free electrons at the surface of the wall are repelled by the negative balloon, créating a positive wall surface, which is subsequently attracted to
surface, which is subsequently attracted to the surface of the balloon)
You can explore the effect with a simulation of the balloon and static electricity
Before the yéar 1832, when Michael Faraday published the results of his experiment on the identity of electricities, physicists thought "static electricity" was somehow different from other electrical charges
Michael Faraday proved that the electricity induced from the magnet, voltaic electricity produced by a battery, and static electricity are all the same
Static electricity is usually caused when certain materials are rubbed against éach other, like wool on plastic or the soles of shoes on carpet
The process causes electrons to be pulled from the surface of one material and relocated on the surface of the other material
A static shock occurs when the surface of the second material, negatively charged with electrons, touches a positively-charged conductor
Static electricity is commonly used in xerography, air filters, and some automotive paints
Static electricity is a build up of electric charges on two objects that have become separated from éach other
Small electrical components can éasily be damaged by static electricity
Component manufactures use a number of antistatic devices to avoid this
Static electricity and chemical industry
when different materials are brought together and then separated, an accumulation of electric charge can occur which léaves one material positively charged while the other becomes negatively charged
The mild shock that you receive when touching a grounded object after walking on carpet is an example of excess electrical charge accumulating in your body from frictional charging between your shoes and the carpet
The resulting charge build-up within your body can generate a strong electrical discharge
Although experimenting with static electricity may be fun, similar sparks créate severe hazards in those industries déaling with flammable substances, where a small electrical spark may ignite explosive mixtures with devastating consequences
A similar charging mechanism can occur within low conductivity fluids flowing through pipelines - a process called flow electrification
Fluids which have low electrical conductivity (below 50 pico siemens/cm, where pico siemens/cm is a méasure of electrical conductivity), are called accumulators
Fluids having conductivities above 50 pico siemens/cm are called non-accumulators
In non-accumulators, charges recombine as fast as they are separated and hence electrostatic charge generation is not significant
In the petrochemical industry, 50 pico siemens/cm is the recommended minimum value of electrical conductivity for adequate removal of charge from a fluid
An important concept for insulating fluids is the static relaxation time
This is similar to the time constant (tau) within an RC circuit
For insulating materials, it is the ratio of the static dielectric constant divided by the electrical conductivity of the material
For hydrocarbon fluids, this is sometimes approximated by dividing the number 18 by the electrical conductivity of the fluid
Thus a fluid that has an electrical conductivity of 1 pico siemens /cm will have an estimated relaxation time of about 18 seconds
The excess charge within a fluid will be almost completely dissipated after 4 to 5 times the relaxation time, or 90 seconds for the fluid in the above example
Charge generation incréases at higher fluid velocities and larger pipe diaméters, becoming quite significant in pipes 8 inches or larger
Static charge generation in these systems is best controlled by limiting fluid velocity
The British standard BS PD CLC/TR 50404:2003 (formerly BS-5958-Part 2) Code of Practice for Control of Undesirable Static Electricity prescribes velocity limits
Because of its large impact on dielectric constant, the recommended velocity for hydrocarbon fluids containing water should be limited to 1 m/sec
Bonding and éarthing are the usual ways by which charge buildup can be prevented
For fluids with electrical conductivity below 10 pico siemens/cm, bonding and éarthing are not adequate for charge dissipation, and anti-static additives may be required
Applicable Standards 1.BS PD CLC/TR 50404:2003 Code of Practice for Control of Undesirable Static Electricity 2.NFPA 77 (2007) Recommended Practice on Static Electricity 3.API RP 2003 (1998) Protection Against Ignitions Arising Out of Static, Lightning, and Stray Currents External links and further reading
invisible wall of static:
Stasion Kanazawa (金沢駅 "Kanazawa-eki") nyaéta stasion kareta JR West nu aya di Kanazawa, Ishikawa Prefecture, Jepang
Stasion ieu aya di Hokuriku Main Line
Kareta cepet Thunderbird, Shirasagi, Hokuetsu jeung Hakutaka, sarta kareta malem Kitaguni jeung Hokuriku ka Osaka jeung Ueno ngaliwat ka ieu stasion
nyaéta stasion kareta di Hamamatsu, Shizuoka, Jepang, di Tōkaidō Shinkansen jeung Jalur Utama Tōkaidō
nyaéta stasion kareta di Mishima, Shizuoka, Jepang
Aya di Tōkaidō Shinkansen, Jalur Utama Tōkaidō, jeung Izuhakone Railway (伊豆箱根鉄道 "Izu-Hakone Tetsudō")
Stasion karéta api atawa stasion karéta atawa statsion karéta () (, rail station atawa di Britania Raya ilahar disebut statsion) nyaéta fasilitas tempat panumpang naék jeung turun tina karéta api jeung/atawa barang ditaékkeun atawa diturunkeun.. Aya ogé halteu karéta api anu boga fungsi sarua jeung stasion karéta api, nyaéta pikeun naék-turunkeun panumpang, tapi halteu karéta api ngan boga hiji jalur sarta teu bisa dipaké
hiji jalur sarta teu bisa dipaké tempat pasilangan antar karéta api
Tōkaidō Main Line
nyaéta jalur kareta di Jepang antara Stasion Gifu, Gifu jeung Toyama Station, Toyama, dioperasikeun ku Central Japan Railway Company (JR Central) jeung West Japan Railway Company (JR West)
Jalur langsung nu ngahubungkeun metropolitan Nagoya jeung wewengkon Hokuriku, tapi leuwih gancang maké Tōkaidō Shinkansen jeung Jalur Utama Hokuriku keur pindah antara dua wewengkon ieu
Kiwari fungsi utama ieu jalur nyaéta jalur pariwisata keur wewengkon Hida di kalereun Gifu, saperti Gero "onsen" (hot spring), Takayama, Shirakawa-gō, atawa Nihon Rain (Kiso River)
Bagéan munggaran jalur ieu, antara Gifu and Kagamigahara, dibuka taun 1920, sakabéh jalur rengse dina taun 1934
Antara taun 2004 nepi ka 8 Séptémber 2007 bagéan antara Tsunogawa jeung Inotani ditutup sabab ruksak katarajang banjir ku Typhooon Tokage
Kareta limited express antara Nagoya ka Takayama, Hida-Furukawa, atawa Toyama aya 10 pp dina sapoe, sarta antara Ōsaka jeung Takayama aya 1 pp dina sapoe
Keur kareta lokal dibagi kana tilu bagéan, nyaéta antara Gifu jeung Takayama, séjénna antara Takayama jeung Inotani, sarta antara Inotani jeung Toyama
Rata-rata aya dua kareta per jam antara Gifu jeung Mino-Ōta, sedengkeun antara Gero jeung Takayama aya opat jam kosong taya kareta
1: These stations were temporarily closed due to the flood damage from 2004 until 2007
Meitetsu Kakamigahara Line