Public Transportation in Pyingshum

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Pyingshum Metro
pic desc
Native namePyingshum Chitakyoe Huwochē ("Chitachē")
OwnerPyingshum Arang-Tōjitsu (subsidiary of Kojo Hyengshō Sanan)
Area servedXXX km², XXX people
LocalePyingshum-sur, inner city and adjacent neighbourhoods
Transit typeRapid transit
Number of lines16
Line numbers1, 2, 3...
Number of stationstbd
Daily ridershipIncrease 5.35 million (2016)
Annual ridershipIncrease 1,953 million (2016)
Chief Executive OfficerLagálde Kurishin (f)
Began operation1891
Characterfully grade-separated, tunnel or elevated
Number of vehiclestbd
Train length100 m
Headwaymin: 90 s max: 5 min
First departure05:30
Last arrivalMon - Thu: 00:30, Nights before holidays/Fri and Sat: 02:15
System length310.5 km
Track gauge1,435 mm
Minimum curvature radiusin-service: XXXm
Electrification750 V (DC) third rail
Average speedXX km/h
Top speed80 km/h
The city of Pyingshum, capital of the Republic of Kojo, and its environs feature an extensive network of public transportation services. This article will deal with all services offered by the Pyingshum Arang-Tōjitsu (or short "PAT"), that is the bus network, the metro system (Chitakyoe Huwochē, short Chitachē, "underground train lines") and the commuter rail service (Papáta Huwochē, short Papáchē, "express train lines") that connects the suburbs and transportation hubs in the inner city. Additionally, regional rail services by Kojo Hyengshō Sanan and municipal bus networks will also be covered, despite falling under a different pricing scheme and covering the wider Pyingshum region, not the city itself.

Intercity railway services and transportation facilities operated exclusively on the airport are not part of this article.

Metro (Chitakyoe Huwochē, "Chitachē")

The metro lines mostly run inside of the inner railway ring. They have a fairly close stopping distance between their stations (500-1000 m) and offer a dense transportation network to get around in the inner city. The first section of line 1 opened in 1891, making it one of the oldest metro networks in the world[citation needed] . There is no night service for the metro lines, however the Papáchē runs all night long, although on a very reduces schedule; additionally, there is a network of night busses operating at night that substitute for the metro.

Line 1 runs north-south and was opened in 1891. After quick expansion it soon reached the old Aku-Dyanchezi (opened in 1891 as well) in the south. Line 2 was opened in 1892, and connected Limbē-Dyanchezi (opened 1889/90) in the west to the city centre and to the southern station via transfer to line 1. When Kibō-Dyanchezi was opened in 1919, line 2 immediately connected to that station as well. Line 3, 4 and 5 were (partially) opened in 1898, 1900 and 1904, solidifying the station coverage and shortening common routes.

Later on in another expansion boom, line 6 (1919), 7 (1922), 8 (1924), the first part of the later circular line 9 (1928) and line 10 (1934) were opened. Line 7, 8 and 9 also connected the new planned neighbourhood Yaeyaésā so Fórum in Sébastopól-Pang.

After two decades of no new lines being constructed, line 11 was finished in 1959. This was done as the city intensified development of the southern part, and was supposed to better connect the (old) stadium. To lessen the financial burden, the line shares tracks with line 6 on a stretch of 5 km, the only part of the system where track sharing occurs. Line 12 (1965) and 13 (1966) were built to further facilitate growth to the south and support the new business area Chinkágaldosim-Pang.

With the rise of the automobile new metro lines didn't seem very meaningful. As the downsides of individual motor car traffic became apparent over the decades however, new metro lines became a topic of public discussion again in the late 80's. Line 14 (1991), 15 (1996) and 16 (1997) were now built to fight pollution and road congestion. These lines were the first to be built driver-less from the beginning; existing lines are undergoing automatisation at the moment.

Since 1997 no new lines have been opened, and the last extension (on line 16) was completed in 2009. There are no concrete plans yet, however there are talks about a potential new line going west-east to the north of the city centre, inside the railway ring, to provide easier connections for the dense residential areas here, or a new line parallel to Papáchē line D, as the area between the river Kime and the inner motorway only has one north-south connection, and that's the Papáchē line with very wide stopping distances. A metro line would further increase the area's value, however it is unclear whether ridership could be sufficient to justify this parallel connection.

The sections of line 9 and line 12 between Pamyung and Milaen'yum were swapped in 2017.

Metro lines in Pyingshum
Line Number and Map length number of stations av. ridership per day platform length min. headway
Chitachē 1 17.0 28 100 m 100 s
Chitachē 2 21.3 34 100 m 100 s
Chitachē 3 20.1 31 100 m s
Chitachē 4 19.5 29 100 m s
Chitachē 5 11.2 18 100 m s
Chitachē 6 20.4 26 110 m s
Chitachē 7 15.3 23 120 m s
Chitachē 8 18.2 26 110 m 120 s
Chitachē 9 26.3 34 130 m 90 s
Chitachē 10 18.5 23 110 m s
Chitachē 11 20.7 29 110 m 150 s
Chitachē 12 24.5 31 140 m 90 s
Chitachē 13 13.5 19 140 m s
Chitachē 14 20.2 29 140 m 150 s
Chitachē 15 22.9 29 140 m 120 s
Chitachē 16 21.6 28 140 m 90 s

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Express (Papáta Huwochē, "Papáchē")

Pyingshum Express Lines
pic desc
Native namePyingshum Papáta Huwochē ("Papáchē")
OwnerPyingshum Arang-Tōjitsu (subsidiary of Kojo Hyengshō Sanan)
Area served~3500 km², ~10 mil people
LocalePyingshum-sur and immediate surroundings
Transit typeRapid transit (suburban commuter lines)
Number of linesxxx
Line numbersA10, A11, B10...
Number of stationstbd
Daily ridershipIncrease 3.4 million (2016)
Annual ridershipIncrease 1,241 million (2016)
Chief Executive OfficerLagálde Kurishin (f)
Began operation1965
Characterfully grade-separated, tunnel or elevated
Number of vehiclestbd
Train length300 m (A, B), 200 m (C, D, E)
Headwaymin: 110 s (Northern main branch of B) max: 20 min (single outer branches)
First departureNight service ends at 6:00
Last arrivalNight service starts at 23:00
System lengthXXX km
Tracks2, 4 on B core section
Track gauge1,435 mm
Minimum curvature radiusmin. in-service: 300 m
Electrification25 kV / 50 Hz ~ (wise?)
Average speedXX km/h
Top speed120 km/h

This system is not to be confused with Ésubān networks found in many other cities. Although it operates parallel to regular railway tracks on large portions of the network, the system uses a different voltage and runs underground on vast stretched through the inner city. It's used to get from the suburbs into the city centre, and can be seen as an express alternative to the metro for journeys within the city centre, connecting the important transportation hubs and sub centres. As opposed to the metro it runs all-night. Some services extend into neighbouring cities, and therefore serve as supplements to regional railway lines.

There are three main branches of the system that cross the inner city; the A-line (red) going mostly north-south, the B-line (blue) from west to east, and the west-east D-line (yellow) to the south of the Kime. The C-line (green) is a circular line. Individual trains on a line are named according to their start location and where they're heading; for example, a train labelled A MK-XMA is coming from the neighbouring city Maikulā in the south and is heading towards the intermediate terminus Māko on the Laófil-branch.

The ring line C is technically classified as an Ésubān since it is theoretically fully compatible with the usual national railways in regards to voltage, overhead lines etc. Since the ring line is tightly interconnected with the rest of the network however and is not distinguishable from a user standpoint, it is officially part of the Papáchē network.

Northern termini:
  • KH - Kū Hyetegi (shared with B), 4/h
  • WU - Wuemisouel (shared with B), 4/h
  • YY - Yoyal, 6/h
  • KS - Kalāson, 8/h
  • XMA - Māko, 6/h
  • LF - Laófil, 4/h
  • SK - Selkwa, 8/h

Southern termini:

  • XTA - Tai Aku-Hyengkōsa, 2/h
  • OT - Otten (shared with D), 4/h
  • AE - Airport (shared with D), 8/h
  • MK - Maikulā, 4/h
  • BG - Baeggul, 4/h
  • XEC - Pyingshum Exhibition Centre, 6/h
  • FG - Fonem-Gakkō, 6/h
  • WP - World Park, 6/h

core frequency (quadrupled tracks): 40 trains/h/direction, one train every 90 s/direction (every 180 s per track)

Western termini:
  • PZ - Pacchumbal-Zitsukuel, 6/h
  • FK - Fulyákaem, 9/h
  • WU - Wuemisouel (shared with A), 3/h
  • KH - Kū Hyetegi (shared with A), 3/h
  • XLD - Limbē Dyanchezi, 9/h
  • NO - Naōlen, 6/h
  • BK - Bokíshaem, 6/h

Eastern termini:

  • BU - Bukkinuel, 3/h
  • FU - Filfaltsuuel, 4/h
  • HF - Hifatsu, 5/h
  • JJ - Jōn-Jakku (shared with D), 2/h
  • RO - Roewan (partially shared with D), 2/h
  • DK - Doku, 4/h
  • HM - Hafingmal, 4/h
  • XSK - Sasu so Kyaeng, 8/h
  • JT - Jaetto Dōzi, 10/h

core frequency (on quadrupled tracks): 42 trains/h/direction, fastest succession of trains: 24 trains/h on north-eastern main branch, one train every 150 s

Ring line with terminus for scheduling purposes at Pyingshum Ashkal Aenkaiwe
frequency: 12 trains/h/direction, one train every 5 min
North-eastern termini:
  • JJ - Jōn-Jakku (shared with B), 8/h
  • US - Ulsán (partially shared with B), 8/h
  • HS - Haelsong, 8/h

South-western termini:

  • AE - Airport, 8/h
  • OT - Otten, 8/h
  • FS - Faróssu, 8/h

frequency on core section: 24 trains/h/dir, one train every 150 s

Tangential line connecting eastern suburbs
frequency: 8 trains/h/direction, one train every 7 1/2 min
PP A matrix.PNG PP B matrix.PNG PP D matrix.PNG

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Regional trains

types of regional trains with headway

There are several KC, KCS and KCP services that serve the wider Pyingshum agglomeration. They are often given a distinct brand, and are named after the most important city they link to Pyingshum. They run on regional rail tracks, so they do not share tracks with for example the Papáta Huwochē. They do all terminate at one of the city's three far-distance railway stations (some exceptions include special trade fair services etc), and are priced according to the fare scheme of the KHS for Pyingshum-iki (see below).

Light rail ("Shigájanchoel")

There are a handful of light rail lines, mostly in dense neighbourhoods around the inner ring motorway, that connect these areas to their local sub-centres, to the metro network, and provide perpendicular connections where busses would be over crowded, but a metro line wouldn't be economical.


The municipal bus networks of Pyingshum and the Pyingshum region serve several purposes. They provide service where ridership is not high enough for rail based infrastructure, and feed passengers in the suburbs to their closest stations. Bus routes can be categorised into several categories, each of which van be differentiated by the bus number:

  • Zóngwo bash (main line busses): Routes with very high demand. Usually 5 min intervals during the day in the inner city and 10 min in the suburbs. Stopping distance usually a bit longer than on normal routes. Numbered 1XX in Pyingshum and 2XX in other municipalities.
  • Hakkyo bash (special line busses): Connect a limited amount of highly frequented places/transit interchanges without many intermediate stops. Often found on tangential routes or as express services. Numbered 4XX.
  • Sōwo bash (ordinary line busses); the most common type of route, numbered with a simple 4-digit number. The first digit indicates the area, the second digit is used to indicate frequency in sone municipalities. For example, bus 6207 is a bus in southern Pyingshum-iki running at 20 min intervals.
  • Gisshae bash (night busses); replace the metro network and some very important bus lines that shut down at night on some crucial routes. Routes are numbered starting with the letter "G" followed by the number they replace.
  • Jarinum bash (temporary busses); mostly used in cases of temporary events with a large amount of passengers. When parallel to other lines (busses, Chitachē or Papáchē), the number of that line is copied with a J put in front, otherwise an unassigned number is used after the J.
  • Tsukikae bash (replacement busses); rail replacement bus services in case of construction work or disruptions and alike. Signalled with an T following by the number it replaces.

Station naming and classifications

  • Dyanchezi: The three far-distance stations of the city. They do also serve as major connection hubs for the metro and Papáchē.
  • Dōzi: Regional stops, where regional but no IC trains stop. In the city often well connected to the metro and Papáchē.
  • Norikichezi: lit. "Transfer station"; however now just standardised name for stations where only the Papáchē and metro stops. No regional rail services.
  • Chezi: Name of 4 representative metro hubs in Daiamondoshi-Pang; Ozuman Chezi, Humenyamin Chezi, Tenkairyong Chezi and Ōnagara Chezi. All but Ozuman Chezi are served by the Papáchē, making them de-facto Norikichezis. The names are kept to stress the historic significance of these 4 stations.
  • Common metro stops aren't designated an own terminology, no matter how many metro lines meet there.


The two major transit agencies in the region, PAT and KHS do not cooperate under a unified charging scheme, nor are tickets of one provider valid on each others' services. However the agencies cooperate in the design of their pricing schemes to ensure an high degree of utilisation on all routes, and are bound by law to display network maps featuring services of both agencies at station served by both.

PAT pricing

map of PAT fare zones in and around Pyingshum; stations on the railway ring are both part of zone B and C

PAT prices journeys according to a fare zone system. The inner most zone, zone A, is congruent to the inner city Dengshō or the inner motorway ring. Zone B includes the area inside the rail ring plus some areas to the south-east. Zone C occupied most of the rest of the area of Pyingshum-sur, besides 3 distant corners in the north-east, south-east and south-west across the Kime; these areas constitute zone D. Zone E includes all other areas surrounding Pyingshum that are served by PAT, however Laófil-sur forms its own additional fare zone F.

Short trips (M), that is either one station on the Papáchē, 3 on the Metro or 5 on a bus without transfers cost a uniform 35 Z.
Trips staying within a travel zone cost 50 Z.
Trips through two, three, four, five or all six travel zones are priced at 65 Z, 75 Z, 95 Z, 125 Z and 150 Z respectively. Travelling from one end of the city to the city centre is just as expensive as continuing the trip to the other end of the city.

Tickets can be bought at vending machines and need to be validated at the tickets gate to gain access to the platforms. When exiting the ticket needs to be inserted in a ticket gate again to be able to leave the station. On busses and trams there are random ticket patrols checking that every passenger has a valid ticket. If that's not the case, heavy fines are issued.

The most common mode of payment however are prepaid cards, which can be charged with up to 10,000 Zubi. They are scanned at the same place as the basic tickets are stamped, and automatically organise the trips made in the most cost efficient manner and then deduct the amount needed for the most efficient basic ticket pricing.

---following paragraph tbr to reflect fare zones---

Then there are season tickets, which grant unlimited access to the metro network as well as to the bus system for a specific period of time. Also, only these tickets grant benefits to certain groups of people. People who are on unemployment benefits receive an unlimited card, as well as students at Midirēbi (Middle School), Zukkyamlu (Vocational School) or Shōminagara (similar to High school). University students are granted a heavily subsidised ticket, which is already covered by the compulsory semester fees. Lastly, every person over the age of 70 also receives unlimited access for free.

Children under the age of 6 ride for free under any circumstances.

KC and KCP pricing in Pyingshum-iki

Pyingshum-iki is subdivided into 4 urban and many more rural surs; these municipal boundaries act as fare zones for the regional rail services of KHS as well as most municipal bus networks, and work under a unified pricing scheme with uniform tickets. On bus or rail lines that cross the boundary into neighbouring regions, the pricing scheme is extended and dominates over the neighbouring one. The following price classes are used:

M, 35 Z, for bus rides of 4 stations or less
1a, 50 Z, for trips inside one municipality (excl. Pyingshum-sur)
2a, 80 Z, for trips between two municipalities (excl. Pyingshum-sur)
3a, 115 Z, for trips between three municipalities (excl. Pyingshum-sur)
4a, 150 Z, for trips between four municipalities (excl. Pyingshum-sur)
5a, 185 Z, for trips between five municipalities (excl. Pyingshum-sur)
6a, 220 Z, for trips between six municipalities (excl. Pyingshum-sur)
7a, 250 Z, for trips between seven municipalities (excl. Pyingshum-sur)
8a, 290 Z, for trips between eight or more municipalities (excl. Pyingshum-sur)

For trips crossing the city boundary of Pyingshum (always rail based) the b-variant of the respective ticket has to be purchased; the border crossing into Pyingshum still counts towards the price classes, and a general surcharge of 55 Z is added. These trips however are significantly faster than taking the PAT trains from the city boundary into the city centre.

One big withdraw of the current system is the relatively unfair pricing for travellers going through Pyingshum; they have to pay the expensive ticket into the city, then often transfer via PAT, and then purchase another expensive ticket to get out of Pyingshum to their final destination.

All bus lines that cross the boundary into Pyingshum-sur are operated by PAT, and follow their ring fare-zone scheme.

On KHS trains, children younger than 7 don't need tickets, and the same goes for busses in the region.

Help: 1 Zubi equals 4,35 USD cents. 1 USD equals 23 Zubi.