Pyingshum

Pyingshum (pjiŋɕɯm) is the capital and largest city of Kojo. It is the country's centre of politics, culture and commerce as well as its main transportation hub.

Infobox

Geography and Climate

Pyingshum
Climate chart
J F M A M J J A S O N D     60     9 −1     71     12 1     88     17 6     91     22 11     85     26 16     63     31 20     44     32 22     79     32 22     100     29 17     71     23 11     66     16 6     55     10 1 Average max. and min. temperatures in °C Precipitation totals in mm
Imperial conversion J F M A M J J A S O N D     2.4     48 30     2.8     54 34     3.5     63 43     3.6     72 52     3.3     79 61     2.5     88 68     1.7     90 72     3.1     90 72     3.9     84 63     2.8     73 52     2.6     61 43     2.2     50 34 Average max. and min. temperatures in °F Precipitation totals in inches

City Scape

Architecture, layout and spatial planning, monuments

Governance

The city council and mayor both are located in the city hall in Kami so Kuruchi-Pang, just south of Daiamondoshi-Pang. Office space of the municipal administration is located in adjacent annexes as well as in other locations spread throughout the city.

Mayor and City Government

The mayor is elected by a city-wide popular vote with a run-off between the two strongest candidates in case no candidate reaches half of the vote in the first round. The current mayor, 54 year-old Riko Lazákom-Gomez, is not party-affiliated but attested to ideologically align with BF and AFK. He was elected in 2017. The term length is six years with no fixed term limit other than the mandatory retirement age of 70. The mayor presides over the city council meetings. The mayor's vote is tie-breaking. The mayor appoints the sub-mayors and decides on their fields of responsibility, however the city council has to approve them. As a result, the mayor usually tries to build a sort of government coalition with fractions in the city council and appoints candidates associated with them, similar to ministers in the national government. Unlike on the national level however, the mayor can formally give instructions to the sub-mayors. Also unlike on the national level, the sub-mayors usually (with the exception of I and V, who directly head an agency in their department which also aids in coordinating the other agencies in the department) do not command a dedicated agency akin to a ministry, instead directly managing their subordinate agencies. The organisation chart to the right displays the structure of Pyingshum's administration to the buéro-level. For detailed information about the role of municipal, regional and national governance, refer to the respective article.

After the 2018 council election, Mayor Lazákom-Gomez negotiated a coalition of MDK, BF and AFK. As aresult, the 1st Vice-Major is a MDK member and the 2nd Vice-Mayor from BF. The other departments were also handed over to different sub-mayors.

The Mayor of Pyingshum enjoys a high profile not only among the city's populace but on the national stage as well. With no autonomous territorial authority between the nation state and the municipalities, mayors and hibu-chiefs are the only major political voice underneath the national government - and, as opposed to the Chancellor, often elected directly by the electorate, such as the case in Pyingshum. Directly representing about a fifth of Kojo's population and leading the economic and cultural heart of the nation, the Mayor of Pyingshum is recognised in public discourse as about as relevant as important ministers. Historically, this is reflected in a strong rivalry between the Mayor of Pyingshum and the Chancellor of the Kojolese Republic, even when both offices were occupied by politicians from the same party.

City Council

The council consists of 97 councilmen and -women, elected every four years by proportional representation in 10 voting districts. Those are congruent to one Dengshō each, with the exception of the inner city, which is divided into one district north and one south of the river Kime. In every voting district, every party or voters' asociation can put up a list of candidates for election, indicating the party's preference regarding their order. Independent candidates can run as well. Every voter can either cast three votes for any candidate(s) they like, even if they run on different party lists, or cast all three votes for a party list with no regards to the candidates. Independent candidates are elected if they gain enough votes in their voting district equivalent to at least 1.03 % of the city-wide vote. The number of seats a party wins on the city council is proportional to its share of all votes cast for its lists city-wide; only parties with a share of votes larger than 4 % are considered. The number of seats of a party allocated to a party's district list is proportional to the share of that list's votes from all votes for that party city wide. The seats on a party's lists are allocated to candidates in the order of their number of votes. If councillors leave the council more than 3 months before an election, the seat is filled by the candidate with the next most votes on the list.

The 2018 municipal election resulted in the following seat distribution:

Party	Share of votes	Seats
RK (centre-conservative)	23 %	22
MDK (social-democratic)	20 %	19
BF (green)	19 %	19
AFK (liberal)	14 %	14
GD (socialist)	11 %	11
GAN (authoritarian-right)	5 %	5
MKL (nationalistic-ecologists)	4 %	4
Independent candidates	4 %	3

Dengshōs and Pangs

Pyingshum is made up of nine boroughs (Dengshō), which in turn are divided into a total of xx Pangs. Unlike most other cities in Kojo, not all power is vested in the central city government. Pyingshum is one of only two Kojolese cities that have a second local layer of government on the borough-level. They have some competences in the area of road construction, amenities, ordinances, building permits etc. While elections of the local borough-councils are analogous and simultaneous to the city-council, the borough mayors are not elected by the people directly but instead elected by the respective borough-council. They are also not head of the local administration but instead perform mostly representative functions. Unlike the city council and mayor, sitting on a borough-council or being borough-mayor are honorary offices with small expense allowances instead of fixed remunerations. The borough-councils further appoint members of neighbourhood-boards. They are made up of about five to 30 adept residents of the Pang who advise the borough- and sometimes city-council on local matters.

For a list of and information about all Dengshōs and Pangs in the city, refer to the main article: Administrative divisions of Kojo#Pyingshum-sur.

Transportation

Key Data

The most common mode of transportation in Pyingshum is public transit, at 34 % of all trips. Walking, private motor vehicles and cycling follow at 30 %, 23 % and 13 % respectively. At 3.7, the average number of trips per day and person is slightly higher than the national average of 3.5. There are 280 cars per 1,000 inhabitants. 43 % of households, accounting for 59 % of the population, have access to at least one privately owned car.

Road

Many national motorways radiate out from the city. They end at the ca. 40 km long, central ring motorway G100 that encompasses the inner city. Several tangential motorways form a less circular, second ring of motorways through the suburbs.

Since the rise of motorisation, rising motor traffic has been dealt with in two complementary ways: on one hand the city tried to meet the demand by building high-capacity car infrastructure, mostly from the 1940's till 70's, often at the costs of local neighbourhoods. On the other hand, car usage in the inner city has always been discouraged in a number of ways. Since the 60's, many narrow streets in central neighbourhoods have been turned into pedestrian and bike priority or only streets. The vast public transportation network has constantly been upgraded to provide attractive alternatives to the private car. There is virtually no free public parking, and high fees are imposed on car ownership in the inner city in general. Like on most national highways, users have to pay tolls to use them. In Pyingshum during rush hour, additional congestion charges apply which can up to double the toll or even quadruple the toll on the G 100 compared to the national standard. Most of the city is also designated as low-emission vehicle zone. It is possible to buy-out one's vehicle from this ban by paying, depending on the vehicle's emissions, a fee from 3,500 Zubi up to 15,000 Zubi (~600 int$) per month. The car sticker given out to these exempt vehicles is also known as "Daiamondoshi-medal", because most of them belong to a super rich elite who resides in Daiamondoshi-Pang and are willing to pay these exorbitant amounts to be able to show off their prestige cars.

Rail Network

Historic development of railways in central Pyingshum. Metro and light rail not included.

The growth of the railway network is closely tied to the general history of the city. The first lines were built by private companies in the second half of the 19th century, with most companies building one or more terminus stations. Throughout the 20th century, several stations were moved further out of the city center and railway lines extending into the city were dismantled and replaced by underground metro or later Papáchē lines. Limbē-Dyanchezi was opened in 1909 to take over most services to Ozuman Chezi in Daiamondoshi-Pang, Kibō-Dyanchezi in 1929 to replace Humenyamin Chezi, also in Daiamondoshi, and Aku-Dyanchezi in several phases in the 1970's as a replacement for the overburdened old Akuchezi in Doíku-Pang. ALready in the 1960's, many suburban railway lines that until this point terminated somewhere on the edge of the inner city were connected with new underground tunnels to form the Papáchē network.

Public Transit

There is a wide range of public transportation systems enabling inhabitants and visitors of the city to move around without the need for a car. While being operated by several different companies (even excluding niche services such as shuttle busses or sightseeing tours) they can be used using an integrated fare and ticketing system that encompasses all of Pyingshum-iki. This system, as well as passenger information and coordination between the different agencies, is provided by the regional administration of Pyingshum-iki. For public transportation systems aimed at long distances, please refer to Long-distance Rail or Airfare.

Regional Rail

Regional trains run on regular 1,435 mm gauge railway tracks usually shared with other freight or passenger trains and are mostly used to travel between Pyingshum and neighbouring towns and cities. On some relations inside the city, they can be used as an express alternative to the Papáchē, however all services terminate at one of the three railway termini. Regional trains are operated by Kojo Hyengshō Sanan (KHS, Kojo Railway Company), which is owned by the national government. Services are subsidised by the Pyingshum-iki region.

(Ridership)

(Service pattern and map)

Papáta Huwochē (Express Trains)

Originating from suburban main line services terminating at the city's terminus stations, the opening of tunnel sections underneath the inner city in the 1960's marked the entrance of the new Express Trains (lit. "Express Liners", Papáta Huwochē or short Papáchē, named in reference to the more local Metro services). As a result, they run on the same type of tracks and electrification as standard main line trains, however the tunnel crossections are incompatible and the two networks are independent in everyday operation. They mostly serve passengers from the suburbs or immediate neighbouring towns who want to travel to or through the city center. While lines A, B, D and E were built and are owned and operated by the Kassulgōsaei Papáta Huwochē Sanan (KPHS, Capital Region Express Train Company), whose shares are owned by the city of Pyingshum as well as other municipalities in Pyingshum-iki served by the network, lines C and F are owned and operated by KHS. This is because the infrastructure of the ring line C and the tangentional line F was developed by KHS out of the circumventional main line ring and a freight bypass in the 1980's and 2000's. Especially the infrastructure of line F is still used by some freight trains today.

(Ridership)

(Service pattern and map)

Chitakyoe Huwochē (Metro)

With the first section of line 1 opening in 1898, the Pyingshum Metro (Chitakyoe Huwochē, lit. "underground liners", short Chitachē) is one of the oldest underground railways in the world. The network is used to get around the inner city and covers an area approximately equal to the railway ring line. With some older lines operating on narrow gauges akin to tram lines, later lines were built at standard gauge. Tunnel crossections however are much narrower than main line standards, and electrification takes place via a third rail on most lines. The Metro is operated by Pyingshum Kōkyō Susyong Unzuó (PKSU, Pyingshum Public Transport Authority), which is solely owned by the city of Pyingshum.

(Ridership)

(Line info and map)

Shigájanchoel (Light Rail)

Until the middle of the 20th century, Pyingshum had a dense tram network serving the inner city as well as some suburbs of that time. With the expansion of the Metro and later the rise of private motorisation, the network got cut back over the decades until only three lines remained. Slow expansions of those recommenced in the 1990's and from 1998 to 2009 a new tangential line was opened in the western suburbs, resulting in the modern network of four unconnected tram lines. While the three legacy lines run on a narrow gauge auf 1,060 mm, the new western line runs on standard gauge. The three legacy lines have very short stopping distances and are mostly used to access the neighbourhoods they run through. In that sense, they are an intermediate between a metro line and a high-frequency bus route. The new western tram line also closes some coverage gaps regarding rail-bound transit, but is also used for a fair share of longer, interborough transit. Like the Metro, all tram lines are operated by PKSU.

(Ridership)

(Map)

Bus Network

Busses are an indispensible part of the public transportation network. Especially in the suburbs, where population density is not high enough to justify a close-knit rail network, they feed passengers to Metro and Papáchē stations. In more central areas, where competition by rail-bound transit is high, there is a wide variety of services to further improve local accessibility or offer transfer-free rides between areas not directly connected by alternative modes of transit. Busses are either operated by PKSU or, especially for services crossing the city boundary, the respective service providers of neighbouring municipalities.

There are seven categories of bus services with different stopping patterns and service characteristics, each recogniseable from the line code.

Type	Line code	Description
Standard Bus	200-599	Run on intervalls of 10 to 30 minutes, up to 60 minutes in the periphery during fringe hours.
Neighbourhood Bus	1-9 for Dengshō + five letters	Smaller vehicles covering otherwise not well accessible areas with meandering routes and connecting them to a near by transit hub. Frequencies of 15 to 60 minutes.
Metro Bus	M + 01-99 + small letter to distinguish leg	Like standard bus, but on a core section very high frequencies (one bus every 1 to 3 minutes) are achieved, usually by overlapping several legs of services, and slightly wider stop spacing.
Shuttle Bus	P + 01-99	Connects specific destinations with none or only few stops inbetween, often on tangential routes and via motorways. Usually low frequency of one bus every 15 to 30 minutes.
Event Bus	E + 01-99	Like Shuttle Bus, but only for the duration of a specific events with high attendence and with higher frequency.
Replacement Bus	T + number or letter of replaced line + small letter to distinguish different services	Replaces a rail-bound transit line, usually during maintanance.
Night bus	G + number of replaced line or 200-670	See Night Service.

(Ridership)

(Maps)

Night Service

General

Although there is no complete shutdown of the regional trains during night hours, most lines do not run between 1 and 5 am. Notable exceptions are a number of KC services from Pyingshum to large neighbouring cities, which ensures about one to two trains an hour on the important radial main lines.

Papáchē and Huwochē lines run all night on Friday and Saturday night, as well as before holidays, albeit on reduced frequency of one to two trains per hour per Papáchē branch (resulting in about one train every 10 minutes on the core sections) and about 10 to 15 minutes on Metro lines. There is no night service during Sunday night, when most lines are replaced by night busses. During the week, all Papáchē and Metro lines each shut down for two consecutive days: On Monday and Tuesday night from about midnight to 5 am, all Metro lines are inspected and smaller repair works are executed right away. During these two nights, the metro lines are replaced by Night Busses. On Wednesday and Thursday night, the same applies to Papáchē lines.

Most bus lines as well as the Shigájanchoel cease operation at night. To ensure a basic coverage, a less tightly knit network of night busses with different route alignments replaces them. Standard or Metro Busses that do not cease operation at night simply have their line number prefaced by a G.

Fares and Ticketing

Surcharge for regional trains

Long-distance Rail

IC and CC

Airfare

Pyingshum International Airport, around 50 km to the east of the city center near the city Formajiá, is the regions principal airport and also functions as hub for all of Kojo. It served 67.3 million passengers in 2021. It is the busiest airport in Kojo by far both in terms of passenger and freight volume. It is a relatively new airport with a main terminal in the shape of a six-armed starfish. There, it features a large tropical garden open to all levels with a cylindrical waterfall entering through an opening in the roof construction.

The first airport in the city was the Kū A'éropō, opened with a circular airfield in 1916. Its later runway had a usable length of around 1.5 km. It was well known for its proximity to the city center. In 1939, a second airport was constructed to the south-east of the inner city, named Longte Puechaésa A'éropō. This larger airfield allowed for two parallel runways with a usable length of up to 3.2 km. This became important in the 1960's and onward, when the jet age radically transformed civil aviation and enabled more and more people to fly. The hexagon-shaped main terminal, opened in 1964, is emblematic for that time period and preserved as a historic building to this day. Over the years, as air traffic continued to grow and Kū A'éropō became unfit for most air traffic due to its short runway and noise pollution, more and more side terminals were added.

It became apparent in the early 1990's that further expansions at Longte Puechaésa were unfeasible due to lack of space. Similar to the closed Kū A'éropō, the adverse impacts of noise pollution also became a heated subject of discussion. As a result it was decided to construct a large new national airport far outside the city boundaries. Quick access to the city and the rest of the country was ensured by the newly to be constructed Papáchē line and a high-speed railway. A first provisional terminal, which nowadays is used by low-cost carrier airlines, as well as the first two of a total of four runways opened in 1998, which enabled the full closure of Kū A'éropō and the conversion of its airfield into green space and part of the railway corridor connecting the new airport to Kibō-Dyanchezi. The main terminal building opened in phases between 2003 and 2005. The newly added capacity allowed Longte Puechaésa to close for scheduled air traffic in 2004. Consequently, Longte Puechaésa's southern runway was converted into a park area and all side terminals and parking areas were turned into new neighbourhoods and commercial areas. Longte Puechaésa remains in use for special freight deliveries, government as well as private flights. Since 2019, a new midfield terminal is under construction at Pyingshum International. Since 2021, Arm C is the first arm to be closed for a thorough renovation.

Shipping

The river Kime is an important route for freight shipping. Passenger ferries play only a very minor role due to the high number of bridges, however there is a large number of sightseeing tours, especially along the scenic river banks in the inner city and the Sunmyuel Tyanhā, as well as a small number of river cruises.

Pyingshum's ports, from north to south, are:

• Moebi Nafahang (1 basin, with rail)
• Kókōburyu Nafahang (4 basins, with rail)
• Chin Tákoechiwe (1 basin, no rail)
• KART Nafahang (1 basin, no rail)
• Sunmyuel Tyanhā, Mómauel-Pang (sightseeing and river cruises only)
• Kansokkuwīdoling Nafahang, Róng'yeda-Pang (2 basins, private yachts only)
• Porāgu-Parishíla Nafahang (11 basins, with rail, Geolymp)
• Éngkai Kū Nafahang (1 basin, recreational use only)

Economy

While Pyingshum accounts for only about a fifth of Kojo's population, its share of the national GDP is almost one third.

Primary Sector

Agriculture, fishing or mining play only a very minor role in Pyingshum's urban economy.

Secondary Sector

While the manufacturing industry accounts for a smaller share in Pyingshum's economic output than other cities in Kojo, it remains a consequential sector overall. Including construction, it accounts for 13 % of the city's GDP and employs a similar share of the workforce. Construction, food and material processing and machinery production as well as niche products contribute over-proportionally to the secondary sector compared to the Kojolese average.

Tertiary Sector

The dominance of the tertiary sector in Pyingshum is even more pronounced than in the rest of the county and other developed nations. It makes up 86 % of the city's economy and employment, with a higher spread of income among workers in this field compared to the primary and secondary sectors.

As a global city, the finance and consulting industry has a strong foothold in Pyingshum. Most larger Kojolese companies have their headquarter in Pyingshum, and the city is the prime location for Kojolese branch offices of international companies. Much of the associated office space is located in the high-rise district Chinkágaldosim-Pang. The Pyingshum Stock Exchange is also situated there. Due to its primacy, Pyingshum is also the nation's largest host of conferences, fairs and leisure events. This is exemplified by various large-scale venues.

Being the most visited city in Kojo, tourism is not only relevant for its directly associated industries such as hospitality, but also for the city's well developed retail, gastronomy, culture and personal service industries. The most pricey retail areas are situated in Daiamondoshi-Pang, where not only the wealthy residents of the neighbourhood themselves but also affluent visitors from all over the world frequent the many exclusive boutiques, delis and jewellers. It is estimated that about 10 million international visitors come to the city every year (spending an average 3.8 nights and 2990 Zubi (130 USD) per night), with an additional 6 million overnight guests from inside Kojo (average: 2.0 nights). The number of domestic day visitors (excluding regular commuters) is thought to be around 40 million, however these numbers are difficult to estimate.

Education and research is also a major economic factor for the city. University students from all over the country and abroad come to study at one the city's many institutions of higher education, both because of their quality of teaching and the high quality of life in the city itself. Consequently, Pyingshum is a highly attractive location for all kinds of research institutions.

Being the nation's capital, the public sector is often assumed to make up a big share of the city's economy. While the national government and parliament contribute heavily to Pyingshum's relevance in Kojo and abroad, for example by attracting a large number of international governmental and non-governmental organisations, public service employment is actually not much higher than in most other cities in the country. This is because for the most part the lower agencies of the national administration, which make up the vast majority of actual employment, are spread throughout the country. The city once calculated that the lower number of children in Pyingshum compared to the national average and consequentially lower number of school teachers being employed in Pyingshum by the national government in itself alone offsets all employees working in the Chancellery, the ministries and parliament. In absolute terms however, the municipal government alone is by far the largest employer in the city, like in most places in Kojo.

The transportation industry also plays a larger than average role in the city's economy. This is mostly due to the high number of logistic businesses as well as the high share of public transportation. As a result, the Pyingshum Kōkyō Susyong Unzuó (Pyingshum Public Transport Authority) is the second largest employer in the city.

Important Institutions

National and International governmental institutions and NGOs

Education and Research

Higher Education

The city's largest university is Ginjin Ōnagara. 256,900 students are enrolled here. The institution was founded in 1677, at the suggestion of King Surb Rēkku, to strengthen Pyingshum's position in the yet to be unified region of today's Kojo, and was hence named "Rēkku-tami to ishimwaru Ōnagara" (lit. "The University that is owed to King Rēkku"). The old main building is still preserved at Mēonra Nobun'ga Kamul Gúwan in Kūtokkyaen-Pang. After the revolution in 1828, the university was renamed several times until, in 1837, given its current name "Ginjin Ōnagara" ("Free People University"). A new campus was built outside of the city north of Daiamondoshi-Pang, and since 1894 the previous main building is occupied by the Kojolese People's Scientific Society. As the university grew, several new campi around the city were founded. They are not completely congruent with the faculties, but usually most rooms for one faculty are found on one campus, with every campus being able to serve the students' basic needs. The campi are named from I to IIX.

Faculties of Ginjin Ōnagara No. Name of Faculty Campus Students 1 Literature, History and Philosophy II 10,600 2 Education, Pedagogy and Human Sciences I 32,800 3 Languages, International Affairs and Culture Studies I 29,300 4 Law and Business VII 63,200 5 Medicine IV 14,700 6 Public Administration I 13,000 7 Art, Music and Design III 8,500 8 Mathematics, Science and Engineering VI, IIXa, IIXb 55,800 9 Politics and Social Sciences V 29,000

Campi of Ginjin Ōnagara No. Campus Location Description I Ōnagara-Pang Oldest and main campus II Goengyuē-Pang First major expansion, home to the country's second largest collection of historic documents after the national library. III Sébastopól-Pang Built simultaneously at the same time as IV, in the 1940's. Occupies two close but separate lots. Smallest campus. IV Byoengwe-Pang Next to the city's central hospital. V Agunas-Pang Constructed in the 1960's. VI Wilsū-pan-Pang Built in the early 1970's on former rail yard. Easy connections to IIXa and IIXb. VII Chinkágaldosim-Pang Second most recently finished campus. Built alongside the new CBD in the early 1980's. Consist of tall, modernist skyscrapers. IIXa, PH Only suburban campus of Ginjin. Built in the 2000's to concentrate amenities of Faculty 8. Allowed for the consolidation and construction of space-demanding experimental facilities. IIXb PH

For an overview over all Universities in Pyingshum and Kojo, please refer to the main article.

Culture and Leisure

Green Spaces

Major parks and cemeteries, beaches, environs

• Bikkimolno-Dyangfuē (short "Bikkifuē", Zoo), 1900, Bikkifuē-Pang.
• Guóhuwei-kenzai (Botanical Garden), 1846, Lí-Pan.

Sport and Event Venues

• Pyingshum Exhibition Centre, over 1 million m², 1956.
• Pyingshum Conference Center, 1986, Chinkágaldosim-Pang next to Aku-Dyanchezi
• (Old Fair Ground, 1920, Kissha-Pang)
• Kū Aenkaiwe (Pyingshum Old Stadium), 1958, Wakawushi-Pang. Covers 36,000 m² and seats around 50,000 people. Does not conform with modern standards and expectations for a large international stadium. Mostly used for 2nd league sport matches or as an fallback option.
• STAR Kaijōmengwe (STAR Event Hall), 1989, Kyáoling-Pang. Mass events like concerts, indoor-sport etc. Up 70,000 visitors depending on layout.
• Geolymp. For the 1984 Geolympic Games an industrial harbour area was redeveloped:
  • Pyingshum Ashkal Aenkaiwe (Pyingshum World Stadium). Building footprint of 70,700 m², can seat up to 85,000 spectators.
  • ASA Hall. 11,000 seats, used for indoor ball sport like Badminton and Basketball.
  • Baein-Kamkā Ring, 9,000 spectators. Used for the martial arts competitions during the Geolympic games, now Ice Skating.
• Other facilities (re-)built for the 1984 Geolympic Games include
  • Aquatics center, Tai Aku-Hyengkōsa Chezi. 17,000 spectators.
  • Dōka Dowe
  • Izaland Airlines Hall
  • Doldae Onagara
    • Humenyamin Arihangwe (Amber Archery Hall)
    • Magittā Fuézyadoenwe (Nacre Shooting Hall)
    • Éshkim Taitaiwe (Great Fencing Hall)
    • Al-Abadi Yaélaimankaikal (Al-Abadi Cycling Race Track)

Museums

• Jōbun Chigai-Showugan (People's Art Museum), 1847, Ōnagara-Pang. One of five national museums, mostly Kojolese and some foreign artists of all periods
• Modan Chigai-Showugan (Museum od modern Art), 2002, Gankakuchō-Pang. Contemporary art.
• Jōbun Lishi-Showugan (People's History Museum), 1888, Goengyuē-Pang. One of five national museums, dedicated to the national history
• Pyingshum Lishi Showugan (Pyingshum History Museum), 2009, Kūtokkyaen-Pang. Incorporating old structures of the royal military barracks and modern buildings. Dedicated to the development and history of the city.
• Pyingshum Chénbyue (Château Pyinshum), 1964, Kūtokkyaen-Pang. Former palace of the Pyilser-krun'a dynasty that was left in ruins since the revolution. Open-air museum about the obsolete Kojolese monarchy.
• Kojo-Hoppon Hakubutsukan (Kojo-Hoppon Museum), 1980, Kūtokkyaen-Pang. Explorerin the relation between Kojolese and Hopponese history and culture in the past and present.
• Ashkal so Lánche Whowugan (Museum of the World of Insects), 1913, Lí-Pang. Adjacent to the Botanical Garden.
• Demomínzu so Showugan (Democracy Museum), 1976, Goengyuē-Pang. Located at the People's Square next to Parliament.
• 1984 so Ōkurā nijúinde Showugan (Museum dedicated to the Great Fire of 1984), 1991, Gankakuchō-Pang. Museum accompanying the memorial site.
• Shínchopō so Showugan (Museum of the Constitution), 1942, Daiamondoshi-Pang. Located on the central circus, exhibitions about the Kojolese and other international constitutions.
• Sukálpuchā nijúinde Showugan (Sculpture Museum), 1996, Ōnagara-Pang. Located in the Fíngmaru Kenzai.

Performing Arts

• Kū Gekkwae (Old Theatre, former Royal Theatre), 1812, Kūtokkyaen-Pang, 480 spectators
• Jōbun-Myeru so Gekkwae (Theatre of the Republic), 1839, Daiamondoshi-Pang, 1130 spectators
• Gēshusamnengwe (Opera House), 1860, Gankakuchō-Pang, 1950 spectators
• Pétanyaé Gekkwae (Pretanic Theatre), 1897, Hintajuemba-Pang, 650 spectators
• Yínyuē-Taitaiwe (Concert hall), 1901, Senjahi-Pang, 3850 spectators

Libraries and Archives

• Zággai Besoegawan (National Libary), 1944, Kami so Kuruchi-Pang. Most comprehensive library in Kojo, hosting one print of almost every Kojolese publication ever made since its opening as well as a large international collection.
• Ashkal so Besoegawan (World's Library), under construction, Kami so Kuruchi-Pang. Project by the World-Archive Organisation, aiming to collect and safely store compressed hardware-backups (such as in the form of quartz-chrystals) of the world's great scientific and poetic literature, news and artworks.
• Zággai Altífō (National Archive), 2003, PH-Pang. Dedicated to storing and preserving all unique objects of value to Kojolese cultural or historical identity that are not on exhibit in art museums or similar. Ranging from war machinery to mummies and earth probes.