Kinki Regional Development Bureau

Chūō-ku, Japan

Kinki Regional Development Bureau

Chūō-ku, Japan
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Sakimoto T.,Kinki Regional Development Bureau | Mizuno H.,Naniwa National Highway Office | Morohashi A.,Sumitomo Mitsui Construction | Kawano S.,Sumitomo Mitsui Construction
3rd International fib Congress and Exhibition, Incorporating the PCI Annual Convention and Bridge Conference: Think Globally, Build Locally, Proceedings | Year: 2010

The Second Keihan Expressway in Japan, linking Kyoto and Osaka was constructed to bypass the existing road in order to ease the heavy traffic for the local residents. In the bridge construction of the expressway, rapid construction, environmental protection and improvement of safety as well as cost saving were required. To meet such requirement, unique segmental constructions which suit for the respective site condition were developed newly in the prestressed concrete viaducts of Nasu-dukuri area and Aoyama area. In Nasu-dukuri area, since relatively wide area was available at the construction site, U-shaped long prefabricated concrete girder was cast at the site, not in the way to combine conventional multi-divided precast segments, and the girder was lifted directory between piers with a lifting erection girder. The erection is called "Ugirder lifting erection method". On the other hand in Aoyama area, it was difficult to have wide casting area near the site or free space below the viaduct due to the site condition. Therefore, after the first starting span was constructed, the deck surface on the first span was used as an assembling area of precast segments. Segments were lifted and connected by prestressing, moved toward the newly erecting span, and then hung with an erection girder and positioned. The erection method is called "Span by span erection with rear assembly system". Through development of two erection methods which suit the respective construction conditions, reducing the construction work substantially as well as cost saving was achieved compared with the conventional construction.

Takahashi T.,Fukada Geological Institute | Yamamoto T.,Kinki Regional Development Bureau
Exploration Geophysics | Year: 2010

The internal structure of a river embankment must be delineated as part of investigations to evaluate its safety. Geophysical methods can be most effective means for that purpose, if they are used together with geotechnical methods such as the cone penetration test (CPT) and drilling. Since the dyke body and subsoil in general consist of material with a wide range of grain size, the properties and stratification of the soil must be accurately estimated to predict the mechanical stability and water infiltration in the river embankment. The strength and water content of the levee soil are also parameters required for such prediction. These parameters are usually estimated from CPT data, drilled core samples and laboratory tests. In this study we attempt to utilise geophysical data to estimate these parameters more effectively for very long river embankments. S-wave velocity and resistivity of the levee soils obtained with geophysical surveys are used to classify the soils. The classification is based on a physical soil model, called the unconsolidated sand model. Using this model, a soil profile along the river embankment is constructed from S-wave velocity and resistivity profiles. The soil profile thus obtained has been verified by geotechnical logs, which proves its usefulness for investigation of a river embankment. © 2010 ASEG/SEGJ/KSEG.

Kusumi H.,Kansai University | Yamamoto T.,Kinki Regional Development Bureau | Nakamura M.,NEWJEC Inc.
Rock Engineering in Difficult Ground Conditions - Soft Rocks and Karst - Proceedings of the Regional Symposium of the International Society for Rock Mechanics, EUROCK 2009 | Year: 2010

A large number of the shotcrete slopes constructed during Japan's post-war economic boom are now more than 30 years old, and their structural deterioration is an ongoing problem. Therefore, it is necessary to accurately assess the stability and durability of these existing slopes. In this paper, we propose a technique that converts data from seismic velocity and electric resistivity to porosity and saturation, and we used the proposed technique to evaluate weathering and groundwater fluctuation behind the slope. Evaluation data from boring samples indicates that the distribution of porosity and saturation of rock mass around the slope as calculated using the proposed conversion system are highly similar to those of the real rock mass conditions. © 2010 Taylor & Francis Group, London.

Hinata H.,Japan National Institute for Land and Infrastructure Management | Fujii S.,University of Ryukyus | Furukawa K.,Japan National Institute for Land and Infrastructure Management | Kataoka T.,Japan National Institute for Land and Infrastructure Management | And 5 more authors.
Estuarine, Coastal and Shelf Science | Year: 2011

Signals from the tsunami waves induced by the March 11, 2011 moment magnitude (Mw) 9.0 Tohoku-Oki earthquake and from subsequent resonances were detected as radial velocity variability by a high-frequency ocean surface radar (HF radar) installed on the eastern coast of the Kii Channel, at a range of about 1000 km from the epicenter along the eastern to southern coasts of Honshu Island. A time-distance diagram of band-passed (9-200 min) radial velocity along the beam reveals that the tsunami waves propagated from the continental shelf slope to the inner channel as progressive waves for the first three waves, and then natural oscillations were excited by the waves; and that the direction of the tsunami wave propagation and the axis of the natural oscillations differed from that of the radar beam. In addition, spectral analyses of the radial velocities and sea surface heights obtained in the channel and on the continental shelf slope suggest complex natural oscillation modes excited by the tsunami waves.The major advantage of the HF radars as tsunami detection is early warning as the tsunami is still far offshore. There is no doubt on this importance beside still technical and operational studies are needed. Our results adds a new role of the HF radars to measure the detailed surface current fields with high spatiotemporal resolution toward understanding detailed processes of resonant response to tsunami waves in coastal regions. © 2011 Elsevier Ltd.

Ichinose L.H.,Japanese Association for Non destructive Testing Industry | Kohno Y.,Japanese Association for Non destructive Testing Industry | Masuda K.,Kinki Regional Development Bureau | Sakano M.,Kansai University
Proceedings of the 13th East Asia-Pacific Conference on Structural Engineering and Construction, EASEC 2013 | Year: 2013

Yodogawa Bridge having a total length of 723.3m is composed by 30 spans, 6 of which are simply supported truss bridges with spans of 32.918m. The bridge, completed in 1926, is located on a heavy traffic route and underwent repair works after being severely damaged during the World War II. Some of the repaired members had complex details whose structural components were not clear and, in some cases, their connections and welds to the original structural members were not visible. Therefore, a series of studies and site investigations were carried out in one of the spans of the 85 years old bridge with the objective of obtaining information concerning its structural health conditions. During inspections carried out in the former year, a number of internal flaws and defects were found in members repaired in the past. The present study reports on the additional non-destructive tests carried out on these members to find out details of the internal flaws. X-ray was applied to define the geometric shape of the flaw and evaluate the cross-sectional reduction rate. In order to verify the propagation of the flaws, magnetic particle tests were also carried out. In addition, macro- and microstructure analysis were also carried out to verify details of the flaws. The application of non-destructive tests provided valuable information on the components and conditions of structural details of members that had been repaired in the past. The obtained information gave means to evaluate the structural health of the bridge and depict a deterioration scenario which will be the base for repair works and maintenance measures to be elaborated in the next step of the project.

Ichinose L.H.,Japanese Association for Non destructive Testing Industry | Natsuaki Y.,Japan Bridge Association | Masuda K.,Kinki Regional Development Bureau | Sakano M.,Kansai University
Proceedings of the 13th East Asia-Pacific Conference on Structural Engineering and Construction, EASEC 2013 | Year: 2013

Yodogawa Bridge having a total length of 723.3m is composed by 30 spans, 6 of which are simply supported truss bridges with span length of 32.918m. Completed in 1926, the bridge is located on a heavy traffic route and underwent repair works after being severely damaged during the World War II. A series of site measurements and inspections were carried out in the previous year with the objective of evaluating the structural health of the 85 years old truss bridge and, as a result, repair works were executed at locations having inadequate structural details, defective welds or cracks. The present paper presents a report on the dynamic loading test and stress measurement under traffic load that were carried out to verify the effectiveness of the executed repair works. The results of the loading tests and stress measurements were compared to that of obtained in the former year before the execution of the repair works. Comparisons were also made between the fatigue lives of the retrofitted members before and after the execution of repair works. The repair works proved to be effective for some members, such as a transverse beam whose lower flange had been inadequately repaired in the past, after being severely damaged. This transverse beam, in particular, had its fatigue life extended to 10 times of the life obtained for the case before the execution of the repair works.

Mirjalili M.,Kyoto University | Kimoto S.,Kyoto University | Oka F.,Kyoto University | Hattori T.,Kinki Regional Development Bureau
Soils and Foundations | Year: 2012

In this paper, the consolidation analysis of a large-scale embankment construction in Osaka City is presented, where a conventional levee with a height of about 8 m has been extended to a super levee with a total width of 215 m. The ground consists of alluvial sandy layers and soft clay deposits, which have been locally improved by several methods, including deep mixing beneath the conventional levee and the combination of sand drains and sand compaction piles under the extended back slope. A long-term consolidation analysis of this super levee construction is carried out using an elasto-viscoplastic constitutive model. The layered construction procedure is applied to properly simulate the construction sequence of the super levee. The effects of the structural degradation and the strain dependency of the shear modulus, as two aspects of destructuration in clay materials, are studied in terms of the consolidation behavior for the unimproved case. For the improved case, the analysis is implemented by including the ground-improved zones in the finite element simulation. The field observation data obtained during the preloading process, before the construction of the super levee, are employed to verify the assumptions and to calibrate the material properties of the improved layers. The effects of destructuration in the natural ground cases are observed as excess pore pressure build-up after construction and strain localization. The effects of ground improvement techniques are studied through a comparison of the deformation results and the excess pore water pressure responses with the natural ground cases. The numerical results show that it is important to carefully estimate the unequal long-term settlement for the construction of large-scale embankments. © 2012. The Japanese Geotechnical Society. Production and hosting by Elsevier B.V. All rights reserved.

Hashimoto H.,Japan National Institute for Land and Infrastructure Management | Uesaka K.,Kinki Regional Development Bureau | Momma T.,Nagasaki Office of River and National Highway | Matsumoto S.,Fukuchiyama Office of River and National Highway | Owaki T.,Japan National Institute for Land and Infrastructure Management
19th Intelligent Transport Systems World Congress, ITS 2012 | Year: 2012

It is impossible to obtain data necessary to take priority countermeasures to resolve traffic congestion and other road traffic problems occurring throughout Japan in the face of a strong public demand for cost reductions, by performing a road traffic census only once every five years as we have in the past. We must gather traffic data, which changes continuously, on all of Japan's arterial roads. So the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) has radically revised the way that road traffic is surveyed to base traffic volumes and travelling speed on constant monitoring1). This paper introduces trends in efforts to perform constant monitoring.

Sawamura M.,Kinki Regional Development Bureau | Iwamoto S.,Obayashi Corporation | Kashihara K.,Obayashi Corporation
ISRM International Symposium - 8th Asian Rock Mechanics Symposium, ARMS 2014 | Year: 2014

In Japan, with a goal of "reduction of total cost on construction by sharing and utilizing 3-dimensional model in construction industry", introduction of CIM (Construction Information Modeling) to construction field proceeds at a rapid pace. Mikusa Tunnel is a road tunnel of 2,380m length in Kinki Expressway Kisei-Route. In Mikusa Tunnel, CIM model building in tunnel construction has been addressed first in Japan. In this paper, specific case examples of efforts during CIM model building will be discussed. Until recently, tunnel excavation has been executed by predicting the geological conditions ahead of face based on the 2-dimensional drawing such as geological plan and information obtained from face observation and measurement results. In consequence, tunnel progress and quality are highly dependent on the skill and experience of site engineers. Therefore, stereoscopic images such as geological formation and tunnel alignment were difficult to share between persons involved in the tunnel construction, and some cases of stand by and rework took its rise. Furthermore, since information obtained during construction was not sufficiently carried on into maintenance service, data mining of the information on construction and quality management was not easy in case of trouble after services commencement. Consequently, CIM has been innovated to improve data sharing method and finally to make tunnel construction more efficient and sophisticated. As specific actions, 3-dimensional model developed based on geological formation in design stage was integrated by incorporating the information such as face observation, measurement results, and adopted support pattern obtained during construction stage. Uniform management using the integrated model enabled the information visualization, the enhancement of cooperation between owner and contractor due to data sharing, and the efficient tunnel construction. Furthermore, the uniform management enables the deterioration prediction of the completed tunnel based on geological and water inflow conditions during construction, and will contribute well-planned maintenance service. From now on, crack data on concrete lining is incorporated to the integrated model, and long-term maintenance model is planned to build. © 2014 by Japanese Committee for Rock Mechanics.

Matsuki H.,Kinki Regional Development Bureau
Journal of Disaster Research | Year: 2012

Japan has suffered from natural disasters but sustained economic activity on not so commodious islands. This social resiliency is based on a time-honored risk management scheme that, like a tripod, consists of self-help, mutual help, and public help. This study analyzes the social infrastructure from Japan's disaster-fighting history. Japan's first political documents tell how the ancient Japanese people broke ground on floodplains to develop rice-paddy agriculture and underwent repeated water-related disasters after the Nara era (710-794). People had to deal with flooding and commence risk management to survive in flood-prone areas. During the Edo era (1603-1868), people expanded paddy agriculture to all arable land in the islands and tried to protect rice production from endless flood disasters in the same places. An effective flood-fighting scheme was then invented and expanded to nationwide. Its essence was coalition among people, a primary community and a local government. In Japan's modernization since 1868, traditional social rules have been enshrined into laws. The indigenous scheme for anti-flood measures has been translated into 3 major acts: the Disaster Management Basic Act, the Flood Fighting Act, and the River Act. These acts have been working and evolving, during qualitative transforming of Japanese society due to industrial restructuring, rapid urbanization, population fluidity, etc. Under such a legal infrastructure, the MLIT Himeji Office conducted a pilot program in an inundated community just after a downpour disaster in 2009 to improve local anti-flood measures. Output has indicated the importance of independency and interdependency of self-/mutual/public help. The "tripod" scheme provides recommendations for living with disaster not only in Japan but also in other countries in Asia.

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