Public Transportation in Pyingshum

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Pyingshum Chitakyoe Huwochē ("Chitachē")
OwnerPyingshum Arang-Tōjitsu (subsidiary of Kojo Hyengshō Sanan)
Area servedca. 280 km², ca. 4 million people
LocalePyingshum-sur inner city and adjacent neighbourhoods
Transit typeRapid transit
Number of lines16
Number of stationsca. 310
Daily ridershipIncrease 5.8 million (2019)
Annual ridershipIncrease 2.1 million (2019)
Chief Executive OfficerLagálde Kurishin (f)
Began operation1891
Characterfully grade-separated, tunnel or elevated
Train length100 - 140 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.

Chitakyoe Huwochē (Metro)

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 1898, making it one of the oldest metro networks in the world. 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 buses operating at night that substitute for the metro.

Since 1993 no new lines have been opened, and the last extension (on line 15) was completed in 2012. There are no concrete plans yet, however there are talks about 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.

Metro lines in Pyingshum
number and map opened length number of stations ridership/day platform length min. headway
Chitachē 1 1898 15.1 27 100 m 100 s
Chitachē 2 1902 20.5 31 100 m 100 s
Chitachē 3 1906 20.9 35 100 m s
Chitachē 4 1907 18.1 25 100 m s
Chitachē 11b
formerly 5
1912 14.6 20 140 m 90 s
Chitachē 6 1927 17.3 27 120 m s
Chitachē 7 1927 10.3 16 100 m s
Chitachē 8 1930 16.8 25 110 m 120 s
Chitachē 9 1932 19.1 28 110 m s
Chitachē 10 1934 18.3 26 140 m 150 s
Chitachē 11a 1959 24.9 34 140 m 90 s
Chitachē 12 1965 18.9 29 110 m 150 s
Chitachē 13 1976 18.4 24 110 m s
Chitachē 14 1989 21.8 31 140 m 120 s
Chitachē 15 1992 21.9 28 140 m 90 s
Chitachē 16 1993 4.9 9 140 m s

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Papáta Huwochē (Express Lines)

Pyingshum Papáta Huwochē ("Papáchē")
Trains per hour on the Papáchē branches during rush-hour
OwnerPyingshum Arang-Tōjitsu (subsidiary of Kojo Hyengshō Sanan)
Area servedca. 2,600 km², ca. 10 mil. people
LocalePyingshum-sur and immediate surroundings
Transit typeRapid transit (suburban commuter lines)
Number of lines6
Number of stationsca. 230
Daily ridershipIncrease 5.6 million (2019)
Annual ridershipIncrease 2.0 billion (2019)
Chief Executive OfficerLagálde Kurishin (f)
Began operation1965
Characterfully grade-separated, tunnel or elevated
Train length200 - 300 m
Headwayxxx min (outer branch on X) to xxx s (core section of X)
First departureNight service ends at 6:00
Last arrivalNight service starts at 23:00
System lengthca. 670 km
Track gauge1,435 mm
Electrification25 kV / 50 Hz ~
Top speed120 km/h (160 km/h on Formajiá express service)

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.

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 and the tangential line F are technically classified as an Ésubān, since the tracks are theoretically fully compatible with the usual national railways in regards to voltage, overhead lines etc. While the ring line does not carry any other traffic during usual operation, the tracks of line E are used by freight trains to reach harbour in the north of the city. Since the lines are tightly interconnected with the rest of the network however and are indistinguishable from a user standpoint, they are officially part of the Papáchē network.

Northern termini:
  • LF - Laófil
  • XMA - Māko
  • SE - Selkwa-Ettsi
  • BU - Bukkinuel
  • FU - Filfatsuuel
  • HF - Hifatsu
  • JJ - Jōn-Jakku
  • UL - Ulsán

Southern termini:

  • OT - Otten
  • UZ - Unwaemzou
  • MC - Maikulā - Cható Maéilichi
  • FG - Fonem-Gakkō
  • WP - World Park
  • XMN - Man

300 m platforms
highest frequency: 30 trains/h/direction, one train every 2 min

Western termini:
  • PZ - Pacchumbal-Zitsukuel
  • FK - Fulyákaem
  • XZF - Zuede-Fuwō
  • WU - Wuemisouel
  • KH - Kū Hyetegi
  • NO - Naōlen
  • BS - Bokíshaem

Eastern termini:

  • DK - Doku
  • FK - Formajiá Kibō
  • XAI - PSM Intl. Airport
  • XHM - Hafingmal
  • JT - Jaetto
  • XSK - Sasu so Kyaeng

300 m platforms
highest frequency: 32 trains/h/direction (quadruple tracks), one train every 113 s

Ring line

200 m platforms
frequency: 15 trains/h/direction, one train every 4 min
North-eastern termini:
  • JJ - Jōn-Jakku
  • UL - Ulsán
  • XKO - Kókōburyu
  • HS - Haelsong

South-western termini:

  • FR - Faróssu
  • OT - Otten
  • YZ - Yoezyu-Zanzyu

300 m platforms
highest frequency: 20 trains/h/dir, one train every 3 min

North-western termini:
  • KS - Kalāson
  • YY - Yoya
  • XDI - Dinchae Ize
  • WU - Wuemisouel
  • KH - Kū Hyetegi

Southern termini:

  • AK - Andeng Kóte de
  • BG - Baeggul
  • EC - Pyingshum Exhibition Centre

300 m platforms
highest frequency: xx trains/h/dir, one train every xx s/direction

North-eastern terminus:
  • Yēkashu Dyong

South-eastern terminus:

  • Utso Pyingshum máre

200 m platforms
frequency: 8 trains/h/direction, one train every 7 1/2 min

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Regional trains

Trains per hour during rush-hour and stopping patterns (blue=all stops, red=express, green=change of stopping patterns on KCS trains) of regional trains in Pyingshum-iki

There are several KC, KCS and KCP services that serve the wider Pyingshum agglomeration. Most 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.