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Tanaka I.,Railway Operations Headquarters | Onizuka R.,Corporate Planning Headquarters
Memoirs of the Faculty of Engineering, Kyushu University | Year: 2010

At major hub stations in wide urban areas, relative changes have taken place over a long period of time between the quantity and quality of passengers and the functions of railways as a transportation system and a transportation node. However, it is often the case that no drastic review has been made about station squares. What is required from station squares in the future to improve the convenience of railway services and at the same time solve problems in fulfilling their functions as a transportation node? In this paper, methods of station square development are discussed from a practical and broad perspective, as well as in connection with the advanced development of station areas and the development of their surrounding districts. In the process, we refer to a development approach that incorporates an urban square function into the station square and also take the development of Hakata Station as an example.


Murakami H.,Advanced Railway System Development Center | Henda F.,JR East Consultants Company | Tsunoda F.,Railway Operations Headquarters
Japanese Railway Engineering | Year: 2014

To improve transportation quality and service quality further leveraging ICT, we have done technological development of various functions to enhance responses in case of transport disorder using tablet PCs provided to train crews. Development was done by installing three functions on the tablet PC: "Timetable Transmission", "Computerization of rule books, manuals, etc. and "Capture of geographic positional location of tablet PCs". At the trial crew depot, all crew members carried tablet PCs to conduct the field test. There were no major issues during the trial and the trial was conducted smoothly. At the time of transport disorder, train timetables were transmitted to the tablet PCs and the time to make the necessary arrangement to resume train operation was shortened.


Tanaka I.,Railway Operations Headquarters | Hirakawa T.,JR Kyushu Consultants Company | Suzuki K.,Shimizu Corporation
AIJ Journal of Technology and Design | Year: 2011

It is very important to reduce vibration caused by train running for the station building which included railway tracks. Floating slabs as isolated tracks were used to avoid the problem of structure-borne noise in new Hakata station building. In order to replace tracks of commercial line to floating slabs, for example the steel girder fastened rails directly were used and special travelling cranes were designed to remove the temporary steel girders. As results of vibration measurement, the floating slabs turned out to reduced the vibration level on the station building floor by 25dB.


Kanefuji M.,Railway Operations Headquarters | Ikeda K.,Toshiba Corporation
Japanese Railway Engineering | Year: 2012

West Japan Railway Company (JR West) has developed Transportation Planning System which was put into practical use from April in 2010. The transportation plan in JR West consists of the Basic plan which is created when train timetables are revised and the Implementation plan which will set temporary extra train services in response to forecasts of daily demand or other various measures. It has developed a job assignment system which enabled to lessen the workload of manual entries and their check at crew depots and stations in the view to transform such a way of job duties in the field. Transportation Planning System consists of the Planning system, the Central server, and the Transit field management system. The generation of the Implementation form is performed, determining types of daily train operations on the Basic form by the calendar date and reflecting automatically extracted revised contents on the selected Basic form.


Nakazawa A.,Railway Operations Headquarters | Shimizu T.,JR West Japan Consultants Company | Takahashi Y.,Asia West
Japanese Railway Engineering | Year: 2016

For adequate maintenance of bridge structures, it is important not only to accumulate data in a maintenance cycle but also to update and edit the data to the latest data as necessary. This paper introduces a system we have developed to identify the positions and shapes of deteriorations from photographs by generating 3D models, and to grasp their exact quantities and manage the data chronologically. It also describes how we are provisionally starting to use the system for bridge maintenance management on the Hokuriku Shinkansen railway line prior to practical application.


Kobayashi I.,Railway Operations Headquarters | Uegurj E.,The Network Operations Company
Japanese Railway Engineering | Year: 2014

There are so much kind of information related a railway and stations such as the train operation information and information of station premise. Providing these information for customers and station staffs, the development of various systems using ICT has been improving. As well as the introduction of these systems, in order to establish a comfortable environment providing information, we are constructing a station common communication network as the common infrastructure of many systems. In this paper, we describe the purpose of introduction, outline and future possibility of this network.


Arita Y.,Railway Operations Headquarters | Hatakeda K.,Rolling Stock Division
Japanese Railway Engineering | Year: 2014

We produced the battery powered test vehicle that could run on non-electrified lines by remodeling existing suburban AC electric multiple unit (EMU), and we' ve carried out several running tests on our lines since 2013. The vehicle uses existing electric equipment of AC 20,000 V to charge the lithium-ion battery. If we can introduce battery powered EMU (battery EMU), we can not only reduce energy consumption, but also improve the image of the non-electrified lines due to replacing old diesel multiple unit (DMU).


Ise K.,Railway Operations Headquarters
Japanese Railway Engineering | Year: 2012

JR East is carrying out various measures for further monitoring of railway tracks. The company has introduced a track measuring trains named East-i, in full-scale operation on electrified and non-electrified sections of conventional lines and Shinkansen lines since around FY2003. East-i outputs on board the data for train shaking acceleration and vibration acceleration in an axle box, and manages it by incorporating into the track management system. It also carries the track spacing measuring device and measures the spacing between the two tracks by recording on board the position on the 2D coordinates of the measuring cars running track and the right and left rail of the adjacent track. The ultrasonic rail flaw detector car is introduced in order to determine the details of any of flaw inside a rail. It has also developed a turnout inspection device monitoring the track irregularity status with a camera and the wear status of a member with a laser beam. This permits the continuous measurement of turnout track irregularity and high precision monitoring.


Urushihara T.,Railway Operations Headquarters | Sakuyama Y.,Railway Operations Headquarters | Nagashima H.,Railway Operations Headquarters
Japanese Railway Engineering | Year: 2016

We have developed an education program with the intention of cultivating a crew that can take flexible and optimal actions by setting hitman lives as the first priority during large-scale natural disasters, such as the Great East Japan Earthquake in March 2011, and in emergency situations that cannot be handled only through manuals. This education program was developed by referring to the CRM (Crew Resource Management) training that is exercised in the airplane industry. This paper introduces the outline, development history, etc. of this program.


Yamashita T.,Railway Operations Headquarters | Ikeguchi N.,Railway Operations Headquarters
Civil-Comp Proceedings | Year: 2016

Japan has experienced many earthquakes. The Sanyo-Shinkansen line operated by the West Japan Railway Company (JR West) runs from Shin-Osaka to Hakata at the maximum speed of 300km/h. In 1995 the Great Hanshin Earthquake (Richter scale 7.3) occurred and major earthquakes have continued to occur in regions throughout Japan ever since. The Great Hanshin Earthquake that occurred within the operating area of JR West resulted in more than 6, 400 people dead or missing. The earthquake occurred at dawn before the Shinkansen had started running, then there was no harm to passengers but viaducts and many other structures were damaged. It took approximately three months to restore. Since then measures have been implemented such as strengthening the seismic resistance of structures such as viaducts, etc., and the installation of guardrails between the rails in order to prevent cars from coming off the tracks or deviating when an earthquake occurs, etc. Furthermore, when a large earthquake occurs, it is important to stop trains immediately to ensure safety. Shinkansen trains are equipped with a system that automatically stops the train by detecting the supply of power to the trolley wires when a large earthquake occurs. A dedicated device which enables the Shinkansen trains to quickly detect power failures in the trolley wires is necessary for improving safety. Furthermore, over the Sanyo-Shinkansen area, frost sometimes forms on the trolley wires in the early morning in winter, which causes damage to the pantograph by disengagement from trolley wire, resulting in arc discharges. At this time we have to restrict the acceleration notch under the frosting condition. However, this restriction causes delays in the train so we have developed these devices that are expected to reduce the delay of trains by identifying the frosting trolly sections. The details of the device are presented in this paper. © Civil-Comp Press, 2016.

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