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Mutsuyoshi H.,Saitama University | Hai N.D.,Saitama University | Shiroki K.,Transport and Technology Agency | Aravinthan T.,University of Southern Queensland | Manalo A.,University of Southern Queensland
American Concrete Institute, ACI Special Publication | Year: 2011

This paper presents the development of composite beams using hybrid CFRP/GFRP (HFRP) I-beam and Normal Strength Concrete (NSC) slab and precast Ultra-High Performance fiber reinforced Concrete (UHPFRC) slab. UHPFRC has high strength and high ductility allowing for a reduction in the cross-sectional area and self weight of the beam. A number of full-scale flexural beam tests were conducted using different dimensions of slab and with/without epoxy bonding between the slab and HFRP I-beam. The test results suggested that the flexural stiffness of composite beams with bolted and bonded shear connection is higher than that with bolted-only shear connection. Delamination failure was not observed in the compressive flange of the HFRP I-beam and the high tensile strength of CFRP in the bottom flange was effectively utilized with the addition of the UHPFRC slab on the top flange. Source

Minami K.,Transport and Technology Agency | Shimizu K.,Institution for Transport Policy Studies
Transportation Research Record | Year: 2011

Many types of steel railway bridges-including composite girders, truss bridges, and arch bridges-have been constructed for the Shinkansen high-speed rail in Japan. Recently, the selection of both the structural type of bridge and the bridge's method of erection became more important. In this paper, first the concept of selecting the type of bridge and erection methods according to the surrounding conditions is discussed. Then an example of the latest construction, Matsubara Bridge in Kyushu Shinkansen, is described. This 1,243-m-long bridge is the longest overbridge across rail track in Japan. Moreover, the construction site was located in a densely populated area and the existing rail was very busy. With those severe conditions overcome with state-of-the-art bridge erection techniques, construction was completed smoothly. Source

Tanaka Y.,Japan International Transport Institute | Monji M.,Transport and Technology Agency
Transportation Research Record | Year: 2010

In April 2009 the Obama administration announced its strategic plan for high-speed rail in the United States. That plan stipulates the public benefits that are to be expected from a high-speed railway system. This paper describes a recently published report outlining the postassessment of the Kyushu Shinkansen project conducted by the Japan Railway Construction, Transport, and Technology Agency. The paper focuses on the effects of the implementation of the Kyushu Shinkansen project on passenger movements and changes in business and environmental aspects that are relevant to the U.S. strategic plan. This is the first analysis outside Japan of the postassessment of the Kyushu Shinkansen project. It first examines the postassessment analysis of changes in traffic volume. It then addresses the effects of the Kyushu Shinkansen project as they relate to the public benefits expected from the U.S. high-speed rail strategic plan, including the economic and social effects as well as the environmental benefits. The paper attempts to provide the Japanese case as a reference for the U.S. high-speed railway project. The postassessment of the Japanese case indicates that the new Kyushu Shinkansen route has an influence on travel behavior when people use rail for commuting and tourism. It also addresses the critical factor of how aviation demand can be shifted to rail to gain substantial benefits. Taking these points into consideration, the Obama administration's Vision for High-Speed Rail in America is just a starting point. A wider network of railways with more vigorous funding must be expected. Source

Nakaso M.,Transport and Technology Agency
Japanese Railway Engineering | Year: 2010

JRTT has been constructing railway stations under the basic principles of UD. JRTT has conducted its user questionnaire survey on the Tsukuba Express line constructed by JRTT for the purpose of evaluating the effect of UD objectively. Meanwhile, JRTT has held hearings at Kumamoto station of the Kyushu Shinkansen to exchange opinions with its users in oder to take into account their opinions on UD. This paper reports these efforts made by JRTT. Source

Uryu N.,Transport and Technology Agency
Japanese Railway Engineering | Year: 2014

New Shinkansen Lines are five lines proposed in 1973 under the Nationwide Shinkansen Railway Development Act. So far, five sections approximately 550km in length in 3 lines have been operating including the Hokuriku Shinkansen (Takasaki-Nagano). Recently, five section approximately 770km in length in 3 lines, which are the Hokkaido Shinkansen (Shin-Aomori-Shin-Hakodate-Hokuto and Shin-Hakodate-Hokuto-Sapporo), Hokuriku Shinkansen (Nagano-Kanazawa and Kanazawa-Tsuruga) and Kyushu Shinkansen (Takeo-onsen-Isahaya and Nagasaki), have being under the construction. This article reports the outline and situation of the five sections. Source

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