Transport and Technology Agency

Naka, Japan

Transport and Technology Agency

Naka, Japan
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Fujita H.,Railway Technical Research Institute | Arai H.,Railway Technical Research Institute | Morita G.,Railway Technical Research Institute | Nakahara S.,Transport and Technology Agency | Yokota R.,Transport and Technology Agency
2016 33rd International Conference on Lightning Protection, ICLP 2016 | Year: 2016

In Japan, the groundings of signalling and communication equipment are installed for various purposes. Therefore, many groundings are installed especially around the signalling and communication house where the equipment are arranged intensively. On the other hand, in Europe, there are many cases where groundings are commonly used by various purposes. In this paper, the authors performed experiments to compare the effect of the individual grounding method and the common grounding method, and examined whether or not the authors are able to connect each grounding of the signalling and communication equipment including power equipment such as high voltage distribution cubicle and substation apparatus used in the high speed railways in Japan. © 2016 IEEE.

Yonezawa T.,Transport and Technology Agency | Yamazaki T.,Transport and Technology Agency | Tateyama M.,Railway Technical Research Institute | Tatsuoka F.,Tokyo University of Science
Transportation Geotechnics | Year: 2014

The southern part between Shin-Aomori Station (at the north end of Main Island) and Shin-Hakodate Station (at the south end of Hokkaido Island) of a new high-speed train line called Hokkaido Shinkansen is nearly completed as of the end of 2013 and will be opened in 2015. In a range of 37.3. km at the south end of Hokkaido Island, a number of various types of geosynthetic-reinforced soil (GRS) structure were constructed: i.e., (1) GRS retaining walls (RWs) having full-height rigid facing for a length of about 3.5. km, having fully replaced the conventional type RWs; (2) in total 29 GRS bridge abutments, having fully replaced the conventional type bridge abutments; (3) a GRS integral bridge, the world-first one at Kikonai; (4) three GRS box culvert structures integrated to adjacent GRS RWs; and (5) nine GRS protection structures at the tunnel entrance. These GRS structures are those that have been constructed most densely ever for railways, which is definitely so for high speed trains. In this paper, the design and construction of these GRS structures is described while several lessons learned from this project are summarized. © 2014 Elsevier Ltd.

Momoya Y.,Railway Technical Research Institute | Takahashi T.,Railway Technical Research Institute | Maruyama O.,Transport and Technology Agency | Sekine E.,Hokubu Consultant
Advances in Transportation Geotechnics II - Proceedings of the 2nd International Conference on Transportation Geotechnics, ICTG 2012 | Year: 2012

To apply slab tracks on earth structures, bearing capacity of subgrade is essential to avoid large settlement induced by train load. However, during construction of Tohoku-Shinkansen line between Hachinohe and Shin-Aomori, relatively soft diluvial clay subgrade was detected in the cutting section. To construct slab track in this section, a double line integrated RC roadbed was developed to reduce stress level applied on clay subgrade. To evaluate the performance of integrated RC roadbed, we carried out detailed ground investigation, in-situ cyclic loading test and FEM analysis. The results of these study clarified that the integrated RC roadbed has enough performance to support slab track on soft diluvial clay subgrade. © 2012 Taylor & Francis Group.

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.

Tokunaga M.,Transport and Technology Agency | Sogabe M.,Transport and Technology Agency | Santo T.,Osaka University | Ono K.,Osaka University
Journal of Sound and Vibration | Year: 2016

The aim of this paper is to obtain a fundamental understanding of the dynamic response of tall noise barriers during the passage of high speed train and to develop a practical method for evaluating this in anticipation of planned increases in running speed in the future. Tall noise barriers recently installed on Japanese high speed railway structures have a low natural frequency; therefore, they may resonate with the train draft pressure that up until now has not been a crucial condition for practical design. As a result of field measurements and numerical simulations, it was found that the dynamic response of noise barriers excited by passing trains can be explained by the resonance effect between pulse excitation of the train draft and the natural frequency of the noise barriers and by the tail-pulses overlap effect. Methods to generalize the resonance effect with the multi-body system and the tail-pulses overlap effect with the free vibration theory of the single-degree-of-freedom system were shown. Finally, two design methods were proposed: a precise method based on simulation and a simple method based on static design load. The simple method uses a design train draft pressure which is a function of noise barrier natural frequency when train speed is 260 m/h or 360 m/h. © 2015 Elsevier Ltd.

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.

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.

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.

Yashiro K.,Tunnel Engineering Laboratory | Kojima Y.,Tunnel Engineering Laboratory | Fukazawa N.,Transport and Technology Agency | Asakura T.,Kyoto University
Quarterly Report of RTRI (Railway Technical Research Institute) (Japan) | Year: 2010

In this study, the authors performed case studies and model experiments to investigate the mechanism behind seismic damage to mountain tunnels and their aseismic performance, and the conditions under which such damage tended to be severe were clarified. Model experiments were performed with focus on damage to shallow tunnels or those in ground characterized by poor geological conditions, and the degree and extent of disasters caused by mountain seismicity were successfully reproduced. The experiments clarified the damage mechanism and seismic performance of tunnels in question. It was concluded that sound tunnels and those with inverts are less susceptible to seismic damage, and it was also confirmed that such damage tends to be greater when tunnels have voids above the lining and a lack of thickness, or when local displacement acts on them.

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.

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