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The Initiatives of its Technology Divisions 2

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No. 14
March 2024

Railway
Technical
Research
Institute

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RecentResearchof RTRI RTRI
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RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI Materials
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Technology
Division
Message from Managing Editor
2
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Dr. Toru MIYAUCHI
RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI
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26

Meeting
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th
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RTRI RTRI Meeting
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ISO/TC
Place
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RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI
in Japan
RecentResearchof Disaster
3 RTRI
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Prevention Technology Division
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International Activities

RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI RTRI
Recent Research and Development of Signalling 28 Activities of RISC on International
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theRTRI
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Field
Systems
RTRI RTRI and
RTRI Operation
RTRI RTRI RTRI
RTRI RTRITechnology
RTRI RTRI RTRIDivision
RTRI RTRI RTRI RTRI RTRI Standardization
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RTRI RTRI Research
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andRTRI
Development
15RTRI Recent
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RTRI RTRI RTRI RTRI 31
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Dr.RTRI
Ryuichi
Yamamoto
ISORTRI RTRI RTRI
Information
and
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Excellence Award
Division
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Preface

Message from Managing Editor Dr. Toru MIYAUCHIDr. Toru Miyauchi
Managing Editor
Associate Director (International Affairs),
Research & Development Promotion
Division

Under the main theme of “The Initiatives of its Technology Divisions 2”, this issue of Ascentfocuses on four technology divisions – Disaster Prevention Technology Division, Signallingand Operation Systems Technology Division, Information and Communication Technology
Division, and Materials Technology Division. As for the other divisions, they will be introducedin the next and subsequent issues.
RTRI has been able to travel to foreign countries again since May 8th, 2023, and so far, I
have visited the Philippines, Thailand, France, and the UK. In those trips I really felt that goingabroad provides precious opportunities to communicate face-to-face. Take, for example, mylatest business trips to France and the UK where I was able to meet RTRI staff members who
are working there. By talking with them in person, I learned a lot more about their situations
than by communicating through contactless communication tools such as e-mail. I hope that
we will have more opportunities than ever before to meet our readers face-to-face and to
make our friendships even stronger.

Ascent No. 14 March 2024

Editor-in-chief Kimitoshi Ashiya (Executive Vice President of RTRI)
Managing Editor Toru Miyauchi (Associate Director (International Affairs),
Research & Development Promotion Division of RTRI)
Railway Technical Research InstitutePublisher
2-8-38 Hikari-cho, Kokubunji-shi, Tokyo 185-8540, JAPAN
Addresswww.rtri.or.jp/eng
URL
International Affairs, Railway Technical Research InstituteContact us
International_development@rtri.or.jp
Mail Address
Copyright ©2024 Railway Technical Research Institute All rights reserved
Front cover photo: Cherry blossoms and exhibited former Maglev linear test vehicles at RTRI

2

March 2024 No. 14

AscentArticles

The Disaster Prevention Technology Division focuses on
the prevention and mitigation of damage and degradation
caused by natural disasters such as, heavy rainfall, highwind, ice and snow, and weathering, along railways andsurrounding areas. It has been developing techniques toinvestigate and assess the topographical and geologicalfeatures and ground water conditions along railways, aswell as conducting research on ground vibrations fromrunning trains. We introduce herewith the latest examplesof our research and development efforts.

Dr. Osamu Nunokawa
Director,
Head of Disaster Prevention Technology
Division

Recent Research andDevelopment of Disaster
Prevention Technology Division

Introduction

opment efforts that focus on techniquestion on railway vehicles,

to prevent and mitigate the damage fromfrost accretion on over-

The worsening climate change associatednatural disasters along railways (Technicalwith global warming is raising concerns
about the increasing risks of climate di-

Fields Covered by the Disaster Prevention
Technology Division ). Our main researchsasters (e.g., heavy rainfall and high wind).

subjects and examples of the specificJapan, in particular, has been hit by vari-themes we examine are as follows:ous natural disasters every year due to its

head contact lines
Weathering :Landslide disasters triggered by ground weathering

We are also developing investigation

topographical, geological, and climatic

Heavy rainfall : Landslide disasters trig-

and assessment techniques related toconditions being harsher than those of

gered by heavy rainfall,

topographical and geological features andEurope and the United States. The Disasterdamage to bridges due

ground water conditions, and conducting

to water level riseresearch on ground vibrations from run-

Derailment and overturn-ning trains. Below are the latest examples

Prevention, Geo-hazard and Risk Mitiga-

ing accidents caused byof our research and development ontion, and Geology laboratories, has thus

high windcountermeasures against snow, wind, andAvalanches, snow accre-

weathering.

Prevention Technology Division, which iscomposed of the Meteorological Disasterpushed forward with research and devel-

AscentNo. 14 March 2024

High wind:

Ice and snow :3

Technologies for the prevention and mitigation of damage from natural
disasters on railways and surrounding areas
Rain

DisusedOutboundWind

Inbound

Downstream

Source: Reference (1) Direction

Source: Reference (1)Ice and Snow

Source: Reference (3)Weathering

Frost on overheadcontact line

l
ve
tra n
n tio
ai ec
Tr dir

Source: Reference (2)Occurrence of arc

Source: Reference (1)Investigation and assessment techniques related to topographicaland geological features and ground water conditions
Ground vibrations from running trains
Running train
Track

Structure

Building

Ground vibrations

Technical Fields Covered by the Disaster Prevention Technology Division

4

March 2024 No. 14

AscentTrain travel
direction

Without snow accretion
Cover plate

Train travel
direction

With snow accretion

Amount of snow accretion
Example of Snow Settling on Bogie End Cover Plate4)

Estimating Snow Accretion andDropping from Train Vehicles to
Verify Countermeasures Against
Snow Dropping

cumulated snow at train stops. However,sections based on weather information

since whether or not snow removal isnecessary relies only on weather forecasts,

along the line (Example of Snow Settlingon Bogie End Cover Plate 4) ). The loss ofrailway workers have to be mobilized atsnow when it drops off in warmer environ-

all times even when removal work is notments, such as tunnels, is also considered

In snowy areas, snow blown up by run-needed.

ning trains often settles on bogie end

To improve staffing efficiency, we devel-

cover plates (Example of Snow Settling on
Bogie End Cover Plate 4) ) and the like. The

oped a method for estimating the snow ac-(Example of Calculation of Snow Accretion
Amount (gray shaded areas represent tunnel sections) ). We compared the actual

cretion on and snow-dropping from train

measured and estimated amounts of snow

accumulated snow often forms chunks ofvehicles. Our proposed method estimatesaccretion upon the train’s arrival at the sta-ice, which can drop off while trains are run-the location where the snow drops off andtion and found an error margin of approxi-

ning and damage ground equipment. As

the amount of snow accretion in real time.

mately 3 cm. We are now proceeding witha countermeasure against such potential

We calculate the amount of snow accre-

our research and development to obtain adamage, railway workers have to clear ac-tion on the bogie cover plates in cold open

more accurate estimation.

AscentNo. 14 March 2024

5

Estimated amount of snow
accretion (mm)300

Station A

Station B
Long tunnel

Train travel direction

250

Calculated value

200
150
100
50
0

Snow dropping occurs
0

10

20

30

40

50

60

70

80

90 100 110 120 130 140 150

Distance (km)Example of Calculation of Snow Accretion Amount(gray shaded areas represent tunnel sections)

External wind force ＞ Critical wind speed of overturning⇒ Risk of overturning in high winds increases

Maximum windspeed probability

Overturning
probability

Probability density* ofmaximum wind speed
in high winds

Risk probabilityof overturning inhigh winds

0.2⇒Risk indicator(area indicatedwith an arrow)

0.1

0

20

25

30

35

0.5

40

Overturning probability

1

0.3

0

Wind speed（ maximum wind speed and critical wind speed of overturning ）*Probability density refers to a value whose integral over a specific domain can be used
to obtain the probability (area under the distribution curve equals to one).

Overview of Method for Evaluating Vehicle Safety During High Winds Using Probabilistic Risk Assessment

6

March 2024 No. 14

AscentEvaluating Vehicle Safety in HighWinds Using Probabilistic Risk
Assessment

Striking power
measuring sensor(optional)

Specialized
heavy bob

To prevent overturning accidents in highwinds, train operation is regulated (either
slowed down or cancelled) when the windspeed exceeds a certain limit (regulated

Penetrating rod

wind speed). With meteorological disasters
aggravating year after year, train operations need to be regulated when the windis strong enough to overturn trains. However, regulated values that are extremely
biased toward safety may hinder stabletransport operations. Therefore, before discussing regulations on wind speed, quantitative safety indicators for various types ofvehicles are required against overturning
accidents in high winds. We thus propose
a method for evaluating vehicle safety inhigh winds using probabilistic risk assessment.
When the wind speed exceeds a certain critical value (critical wind speed ofoverturning), the risk of vehicle overturning increases. The critical wind speed ofoverturning varies with lateral vibration
acceleration that occurs depending on therunning conditions (track conditions andrunning speeds). Moreover, because winds
are natural phenomena, the maximum
value of wind speed that overturns vehicles(i.e., maximum wind speed) also varies
with the situation. The proposed method
calculates the risk probability of overturn-

Weep hole forslope protection
Simplified Free-Fall Striking Penetration Testing Machine (Above) and its
Usage (Below)

ing by expressing these variations in terms
of probability distributions to use the risk
probability thus obtained as a risk indicator of overturning (Overview of Method
for Evaluating Vehicle Safety During HighWinds Using Probabilistic Risk Assessment ).

Low-Cost Deterioration Evaluationof the Backside Ground of Slope
Protection Works

weather, some slopes are treated withhigh winds can be quantitatively compared

The excavation of grounds during railway

its own, landslides from the ground may

by using the aforementioned risk indicator

construction in mountainous areas results

push the surface protection of the slopefor discussing the regulation of train opera-

in the formation of several slopes (cutting

forward, eventually leading to the collapse

tions when high winds blow.

slopes). To protect the cutting slopes fromof the slope. Conventionally, the deteriora-

The safety of various types of vehicles in

AscentNo. 14 March 2024

surface protection, such as concrete. If thebackside ground deteriorates too severelywith aging that it can no longer stand on7

protection could not be confirmed only byordinary visual inspection but also required
horizontal boring investigation, which involved large-scale devices. To address thisissue, we developed a low-cost horizontal
test machine (hereinafter referred to as“simplified free-fall striking penetration

Penetration
resistance values(based on the numberof hammering)tion of backside ground treated with slope

20

Understanding the thicknessof loosened ground

10

0

Slope protection work

020

testing machine”) to confirm the deterioration of backside ground.

40

60

80

100

Penetration distance(cm)

120

140

Example of Test Result

The simplified free-fall striking penetration testing machine penetrates a rod byhammering it horizontally from a pointon the weep hole already installed on thebackside ground by a constant striking
force (Simplified Free-Fall Striking Penetra-tion Testing Machine (Above) and its Usage (Below) ). The machine calculates thepenetration resistance values based on thenumber of hammerings to determine therange of ground deterioration (Exampleof Test Result ). Based on the test results,

Slope gradient (˚)

slope protection surface to a point on theit evaluates slope stability by plotting therange of deterioration on a nomogram (Ex-

Unstable region

Plotting to evaluate
inspection results

60

Judgment reference line

40

Stable region

ample of a Nomogram for Evaluating Slope
Stability ). This type of research can be done

20
0.1

within approximately 10 minutes per location and does not require construction

0.5

0.9

1.3

1.7

Thickness of loosened ground (m)work, such as the removal of slope protection materials.

80

Example of a Nomogram for Evaluating Slope Stability

Conclusions
This report covered examples of the latest
research and development approaches ofReferences

the Disaster Prevention Technology Divi-

1) “Railway Technologies Learned from Accidents (natural disaster version)”, Railway
Technology Promotion Center, RTRI, pp. 16, 60, and 82, 2012.

sion. For more information about our otherresearch achievements, please visit the
Railway Technical Research Institute (RTRI)
website (https://www.rtri.or.jp/eng/rd/division/rd46/).

2) “Railway Accident Investigation Report”, the Japan Transport Safety Board, MLIT,
https://www.mlit.go.jp/jtsb/railway/rep-acci/RA2016-1-1.pdf(Received on October 25, 2022) .
3) “Railway Accident Investigation Report”, the Japan Transport Safety Board, MLIT,
https://www.mlit.go.jp/jtsb/railway/rep-acci/RA2008-6-1.pdf(Received on October 25, 2022).
4) Kamata, Y., Shishido, M., and Sato, R., “Method for Estimating Snow Accretion on
Shinkansen Bogies using Weather Data”, Quarterly Report of RTRI, Vol.62, No.4, 2021.

8

March 2024 No. 14

AscentArticles

Recent Research and Developmentof Signalling and Operation
Systems Technology Division
The Signalling and Operation Systems Technology Division(S&O div.) conducts research and development on signallingsafety and train control systems, both essential for ensuring
safe and stable railway transport. Additionally, the division
explores operations planning and management, typically
including timetables, vehicles, and crew scheduling.
Moreover, to establish innovative railway systems in the
future, we are actively involved in research and development
activities that integrate Information and Communication
Te c h n o l o g i e s ( I C T ) a n d o t h e r c u t t i n g - e d g e d i g i t a ltechnologies with existing railway-specific technologies
pertaining to safety and railway operations. In this section, we
present the approaches most recently used in our researchand development endeavors.

Dr. Hideki Arai
Director,
Head of Signalling and Operation
Systems Technology Division

Introduction

ling and Operation Systems Technology
Division )1). The S&O div. consists of threeused in our research and development
efforts to achieve the autonomy of train

Recent progress in digital technologies

laboratories: Signalling Systems, Train

operation systems. Additionally, we dem-and their rapid integration heighten ourControl Systems, and Transport Operation

onstrate methods for applying cameras

expectations for safer and more advanced

Systems. These laboratories are engaged

and image processing units of Commercial

railway operation control. Amid such ex-

in research and development pertaining to

Off-The-Shelf (COTS) to signalling systems.

pectations, the S&O div. was establishedsignalling safety systems, communications-

Furthermore, we introduce methods forin the organizational reform of the Railway

based train control systems, automaticquantitatively estimating the lifetime ofTechnical Research Institute (RTRI) on April

train operations, operation planning, trainelectronic equipment in preparation for the

1, 2022. The institute serves as a core re-performance curves (including energy-

future implementation of Condition-Basedsearch hub for developing innovative rail-saving operations), and train rescheduling

Maintenance (CBM) of signalling systems

way systems based on digital technologies,

after a schedule disruption (Overview ofusing electronic equipment.

focusing on automatic and autonomous

areas within the responsibility of S&O div ).

railway systems (Responsibilities of Signal-

Herein, we present the latest approaches

AscentNo. 14 March 20249

Signalling and Operation Systems Technology Division･Responsible for systems such as signals, train control, andoperations for automatic and autonomous train operations

Signallingsystems

Train control
systems

Operation information
for the entire line

Transport
operation systems

Autonomousroute control
Position data ofneighboring trains

Safetyinformation

Autonomous train operations

Railway-specifictechnologies
accumulated to date
pertaining to safety
and railway operations

Digital technologies
General-purpose
technologies◆ Labor-conserving, unmanned, and energy
conserving railway operation systems◆ Streamlining facilities and equipment andcost reduction

Responsibilities of Signalling and Operation Systems Technology Division

Train operation systems

Operation
control
centerTrain operation control system
・Prediction of train delay andimprovement evaluation
・Train traffic rescheduling

Train
Train position detection

Vehicle operation
schedulingInterlocking
systems

Stationpremises

Train control systems
・Communications-based
train control systems
・Onboard location recognition
technologies
・Safety technologies
・Safety information transmission
systems

Timetable

・Operation planning・Timetable, vehicle and crewscheduling・Train performance curve(energy-conserving operations
and similar practices)

Signalling systems
・Signalling systems (ATP, point
machine, level crossing, and the like)・Automatic train operations
・Safety assessment
・EMC (lightning damage)・Method for estimating lifetime ofsignal electronic equipment (CBM)

Level crossing

StationPoint machine

WaysideSignalOverview of areas within the responsibility of S&O div

10

March 2024 No. 14

AscentResearch and Development
for Future Autonomous Train
Operations

tenance, and power consumption. The

gies are required to remediate sched-

S&O div. is actively engaged in researchule disruptions— including prevent-and development to foster essential tech-ing the spread of delays and early

nologies for constructing autonomous

delay recovery— and automatic train

Under the RESEARCH 2025 strategic plan

train operation systems (Autonomous train

operation management technologies— the basic five-year plan of the RTRI from

2)

operations ) , including:

are required for energy-conserving

FY 2020 to FY 2024— the institute has

operations in wide areas.

been actively engaged in the research and(1) Detection of abnormalities on and(5) Real-time intertrain communication

development of autonomous train opera-

along railway tracks using images andtechnologies with due consideration

tions as a primary concern for the future.

Light Detection And Ranging (LiDAR).

to cybersecurity.

As part of these efforts, the S&O div. has(2) Technologies that integrate onboard

promoted the research and development

information about the conditions on

Implementing the aforementioned tech-of autonomous train operations.

and along railway tracks, as well as

nologies will facilitate autonomous opera-

Autonomous train operation systems

those of trains, automatically maketions on general railway lines with level

enable driverless trains to run safely andonboard judgments about the feasi-

crossings as well as highly automated driv-

bility of train operations.

ing using less wayside equipment.

flexibly while controlling wayside signalling systems based on information related(3) Onboard radio-aided direct control

to conditions on and along railway tracks,
passenger flow, disaster prevention, main-of ground signalling systems.
(4) Train traffic rescheduling technolo-

area operation management
Technology Overall
for early delay recovery and④energy-conserving driving
Operation information
for the entire line

Technology⑤

As an illustration of the aforementioned
technology (2), we introduce an onboard
automatic judgment method for the re-Real-time intertrain
communication
Passenger informationin preceding andupcoming stations

Disaster prevention andmaintenance information
Communication technologies
for cybersecurity

Location information ofpreceding and adjacent trains
Safetyinformation＋

Groundequipment
controlTechnology Detection ofabnormalities on and①along railway tracks

Technology Radio-aided control ofground equipment③

Autonomous route control andrunning decision-making

that judges whether or not trains
Technology Algorithm
can be operated by integrating information②
on conditions of trains and surrounding areas

Autonomous train operations
AscentNo. 14 March 202411

sumption of railway operations utilizing

We developed a railway dynamic map astion) and chronologically manage the in-a railway dynamic map. Current decision-a basis for conducting onboard risk judg-

tegrated information. When abnormalities

making processes require operation com-ments and making decisions to resume

occur in the condition information on andmanders at operation control centers tooperations (Automation of risk and opera-

along railway tracks as well as on weather-

determine whether train operations can be

related condition information such as

resumed for wide-area operations involv-

tion resumption judgment using railway
dynamic map )3). The railway dynamic map,

ing numerous trains. When immediate

which consists of a base map and track

tected information is stored in the railway

decisions are necessary, train crews canmap, is classified hierarchically according

dynamic map. Then, each train can search

decide on the resumption of operations.

to the update frequency of various types offor and identify abnormalities in its run-In current autonomous train operation

condition information. The railway dynam-

ning route on the map based on its current

systems, each train must collect various

ic map, capable of transitioning between

position. We will continue to work towardtypes of condition information required fora base map and a track map, can integrateinnovative automatic risk avoidance during

operation decisions and automatically per-railway-specific kilometrage-based andoperation and automatic decision-making

form onboard risk judgment and decision-

public condition information based on thefor resuming train operations based on themaking for resuming railway operations.

position on the map (e.g., weather informa-

railway dynamic map.

rainfall amount and wind speed, the de-Base map surface

Track map surface

Information
is integrated
Maintenance

High

Heavy
rainfallWeather warning
River water level information

Train position
Forward obstacle
detection
Level crossing
obstacle notification
Fall detector, etc.
Maintenance work sites
Sites where construction
speed is limited

Hazard map

Track map

Official rainfall information

Low

Obstacle

Condition
information

Unit for risk assessment
and judgment on resumptionof railway operations
Railway dynamic map

Judgment (Operation is continued/
discontinued/resumed)

Update frequency of condition information

Collection and storageof condition information

Risk and operation resumption judgment unit using railway dynamic map

Camera, LiDAR
Control
unit

Automation of risk and operation resumption judgment using railway dynamic map

12March 2024 No. 14

AscentMethod for Ensuring Safety in the
Integration of COTS Equipment to
Signalling Systems

function to embed diagnostic data in im-difficult to detect. Consequently, equip-

age data and another one to output test

ment replacement is programmed based

patterns.

on Time-Based Maintenance (TBM) policies

We validated the efficacy of the fault

that define different update cycles for each

Although cameras and image-processing

diagnosis functions through testing by

type of equipment. By contrast, instead ofunits of COTS are often used as obstacle

prototyping a verification device equipped

detecting short-term signs of electronic

detection devices owing to their increas-

with this method and artificially inducing

equipment failure, we aim to achieve CBM.

ing sophistication and cost-effectiveness,

failures. This method is also applicable toThis approach involves conducting long-

improving safety measures against failures

the fault diagnosis of other COTS equip-

term lifetime estimation by consideringhas become an issue because COTS equip-

ment. With a focus on reducing signalling

the remaining life and degradation levels

ment cannot self-diagnose failures. To

equipment costs, we are committed toof electronic equipment, as well as sensing

solve this issue, we developed a method

integrating railway-specific technologies

the operating environmental conditions. In

for diagnosing failures in image-processing

with digital technologies. This includes on-

this regard, we identified temperature andunits and cameras by combining COTS

going research and development related

humidity as the major causes of equipment

equipment with the fail-safe units of sig-

to the safe use of cutting-edge digital tech-deterioration and developed a method

nalling systems (Examples of the meansof ensuring safety when applying COTS
equipment to signalling systems )4). Using

nologies, such as ICT.

for quantitative lifetime estimation based

this method, we can compress the results
processed by image-processing units
into images for diagnosis and determine
similarities using fail-safe units. Moreover,

A Method for Quantitatively
Estimating the Lifetime of
Signalling Equipment for Shifting to
CBM

on sensing these variables (Methods for
estimating the lifetime of electronic equipment ). Furthermore, we found that lifetime
estimation is possible using weather data
released by the Japan Meteorological
Agency, corresponding to the equipment

we can diagnose abnormalities, such as

Signalling equipment comprises numer-

location. Additionally, a software tool isimages sticking in the fail-safe unit, by add-

ous electronic devices whose deterioration

being developed, which sequentially cal-ing new camera functions. Specifically, a— and indications of deterioration— areculates and displays the estimated lifetime

Image data captured by camera

Processing system

Processing
results

Image processing unit

SystemⅠ＋Diagnostic data,and similar

Infrared camera【Diagnosis using camera】
Image sticking and image
defect are ascertained

Images arecompressedfor diagnosis

Fail-safe unit

Images arecompressedfor diagnosis【Processing results
are diagnosed】
If both results match,conditions are
diagnosed as normal

System Ⅱ

Image processing unit

Processing
results

Examples of the means of ensuring safety when applying COTS equipment to signalling systems

AscentNo. 14 March 202413

based on sensed operation environmental

search and development approaches of theresearch and development achievements,

conditions (Methods for estimating the life-

signaling and operation systems. Further-please refer to the RTRI website (https://time of electronic equipment )5) to enable amore, we are currently conducting researchwww.rtri.or.jp/rd/division/rd47/). The S&O

more judicious replacement of signallingto develop methods for predicting train

div. is committed to the advancement ofsystems using electronic equipment.

delays using machine learning, automati-

research and development for improving

cally creating operation and management

railway safety, reliability, convenience, andConclusions

plans for scheduling vehicles and crew,

energy conservation.

We provided examples of the latest re-energy. For more information on otherand efficiently using regenerative braking

Vibration

Temperature[˚C]

Humidity

Identificationof the main
factor of stress(temperatureand humidity)

Stresstoleranceof equipment
is understoodRemaining life [%]Stress factors

Temperature

AtmosphereElectricity

Actualvalue

Futureestimation

Average yearlytemperature

Degree ofdegradation*Temperature of electronic parts*Temperature of 10°C and double
velocities are applied.
*Aluminum electrolytic capacitor(at 105 °C for 2,000 hours)

Remaining life
Results plus
estimated life
Time [year]

Lifetime isevaluated
Methods for estimating the lifetime of electronic equipment

References
1) Railway Technical Research Institute: Introduction of the Organization of the Railway Technical Research Institute, Ascent, No. 13, pp. 2-5, 2023.
2) Hideki ARAI, Mitsuyoshi FUKUDA: Trends in Research and Development Activities Related to Railway Signalling and
Telecommunication Systems, Quarterly Report of RTRI, Vol. 64, No. 2, pp. 77-80, 2023.
3) Yuki OTA, Hideki ARAI, Takayasu KITANO, Yuki SAKURAI, Shunsuke SOGA: Development of On-board Risk Assessment Method based on “Railway Dynamic Map” for Autonomous Train Operation, Proc. of ASPECT 2023, IRSE, 2023.
4) Akihiro GION, Takeshi ICHIKAWA, Hiroki MUKOJIMA, Nozomi NAGAMINE, Mitsuyoshi FUKUDA, Tomonori ITAGAKI:
Configuration and Safety Confirmation Method of Image Processing System Applicable to Signalling Systems, Quarterly
Report of RTRI, Vol. 64, No. 2, pp. 90-95, 2023.
5) Hiroyuki FUJITA, Kentaro TSUBAKI, Ken TAKASAKI, Naoyuki OKO: Lifetime Estimation of Electronic Signalling Equipment Based on Sensing Data from Usage Environment, Quarterly Report of RTRI, Vol. 64, No. 2, pp. 96-102, 2023.

14

March 2024 No. 14

AscentArticles

Recent Research and Developmentof Information and Communication
Technology Division

Mr. Mitsuyoshi Fukuda
Director,
Head of Information andCommunication Technology Division

The aim of the Information and Communication Technology
Division is “developing innovative railway systems based on
digital technologies.” Under this policy, we are advancing
our research and development (R&D) efforts by developing
digital techniques for fields such as data analysis, machinelearning, image processing, sensing, and communications
networks to improve the labor efficiency in systems likeunmanned and labor-saving railway systems. If thesetechniques are used without any cooperation acrossdisciplinary boundaries, they cannot provide satisfactory
results. Therefore, we are working on R&D activities incooperation with other divisions and research centers. This
paper introduces our most recent cross-sectoral efforts.

Introduction

tain and improve the safety and stability in

Data Analytics, Image Analysis, and Tele-railway transportation.

communications and Networking laborato-

Recent remarkable progress in digital

On April 1, 2022, the Information andries. The Data Analytics Laboratory carries

technologies has led to maintenance andCommunication Technology Division was

out R&D related to efficient and sophis-

service innovations based on digital tech-

newly established as a research hub in theticated data analyses, machine learning,

nologies gaining considerable attention

organizational reform section of the Rail-demand forecasts, and decision-making

among various industries. The Japanese

way Technical Research Institute (RTRI) for

to save labor in performing maintenancerailway industry is struggling to deal withpromoting the cross-sectoral use of digitalfor tasks such as diagnosing system condi-

the impact of the declining working-age

technologies and developing unmanned

tions. The Image Analysis Laboratory is de-population, falling birth rates, and theand labor-saving railway systems (Techni-veloping safety-enhancement systems andaging population. Therefore, creating un-

unmanned and labor-saving systems formanned and labor-saving railway systems

cal fields targeted by the Information andCommunication Technology Division ) 1).

in each technical field is essential to main-

We shall briefly overview our subdivisions:

support of sensing techniques that employ

AscentNo. 14 March 2024

railway inspection and monitoring with the15

Information and Communication Technology Division

cameras and LiDAR( light detec-

Data & image analyses and network technologies for unmanned
and labor-saving railway systems

with image processing and ma-

Data
Analytics

Image
Analysistion and ranging ) sensors alongchine learning techniques. The

Telecommunications
and Networking

Telecommunications and Networking Laboratory is working
on applying innovative com-

Monitoring of power supply statusmunication technologies, such

RemoteRe-estimate diagnoses
Estimate Actual
measurement
Time

Wear amountas 5G technology, to railway
systems and building a shared
information infrastructure to
support safe and stable railway

Networks

Early detection for track and structure abnormalities

operations.
Herein, we report recent examples of R&D related to platforms for cross-sectoral data
analyses, maintenance data

Intelligent switches

analyses based on machine

Improving labor efficiency with digital maintenancesupport systems at station plat-

Technical fields targeted by the Information and Communication
Technology Division

Track
Track maintenancekilometrage

learning results, safety checkforms, and integrated communication networks.

Electric power
Evaluating
the dynamic
deflection andwear statusof contact
wires

Pole number
Power current
and voltage

Track measurement
Position and wear
status of contact wires

Identifying
how the track
status isaffected

VehicleEarly
detectionof electric
abnormalities
in power
systems

Travel distancePower current
and voltage
Vehicle vibrations

Estimating
factors causing
vehiclevibrations
Interaction of mutual technical fields

16

March 2024 No. 14

AscentDevelopment of a Platform for
Cross-Sectoral Data Analyses
Currently, each technical field have in-

Existing analysis tool

heads together to find the best method forof various interacting components, suchas vehicles, tracks, structures, and electric
power systems ( Interaction of mutual technical fields ), the underlying factors for any

Data analysis tool

Unified format
database

dependently acquired and accumulated
railway maintenance data and put theiranalyzing and utilizing these data. Since
the railway is a complex system consisting

Integrated analysis platform

Vehicle Track Electric
power

Traveldistancee
Maintenancekilometrage•Analyses by eachdivision

Converting location
expressions used in otherdivisions into thedivision’s own expressions(e.g., kilometrage)•Cross-sectoral
analyses

Pole Number

issues may vary across components. Tracks
and structures can cause vehicle vibrations,which may further affect overhead contactline systems, including contact wires. The
independent analyses conducted in each

Vehicle Track Electric
power

Integrated analysis platform

Collective data ofeach division

field showed only one aspect of such complex railway system behaviors. However, if
analyzed in a cross-sectoral manner withreference to data from other fields, events
that have never been analyzed, such as
signs of abnormalities, can be detected.
Considering these demands, we are pro-Automatically selecting
the minimum data that
express normal range

posing to develop an “integrated analysis【Conventional methods】
Manually eliminating
abnormal datain advance

platform” where multiple-field maintenance data can be consolidated and used
for cross-sectoral analyses (Integrated
analysis platform ). In this platform, the in-

Abnormal dataterconversion of location expressions (e.g.,kilometers), which differ depending on
the division, enables a division to analyze
the data of other divisions using its own【Proposed method】
Proposing algorithms ofidentifying data deviatingfrom the majority of the
distribution data as
abnormal

expressions. Currently, we have built an integrated analysis platform for test tracks2).
The data measured in the running tests on

Method of automatically eliminating abnormal data

the test tracks at the RTRI can be automatically consolidated on a server; we plan toverify cross-sectoral analyses using theconsolidated data.

normal signs. Ensuring successful results

vehicle system. Disadvantageously, thesein machine learning necessitates plenty ofmethods require manual labor to eliminate

Analyses of Maintenance Data
Based on Machine Learning Results

labor such as preparing abundant learningabnormal data.

data, manually eliminating abnormal data,

As a countermeasure, we developed aand labeling data, which can be barriers

method to automatically eliminate abnor-

Proactively applying machine learning in

to its application. The RTRI has developed

mal data in the machine learning process

analyses of maintenance data can produce

machine learning-based methods to detect(Method of automatically eliminating ab-

benefits, such as promptly detecting ab-abnormalities using the vibration data of anormal data ). This method can complete

AscentNo. 14 March 202417□ Human□ Head□ Wheelchair□ Pramthe learning process while identifying andautomatically eliminating abnormal datai.e., data that deviate from most of the distribution data. We implemented this meth-(baby buggy)

od using a commercially available general
analysis tool to enable engineers without□ White cane forpeople who areblind or visually
impaired

specialized knowledge in machine learningor programming to analyze maintenancedata using machine learning.

Development of Safety Check
Support Device for Driver UsingSide Camera on Rolling Stock
The safety of passengers on the platform,
mainly at departure time, can be visuallyconfirmed by the train crew. In some oneman operation sections, platform safety
can be monitored from the cab of a train
operator with photographic images captured by cameras installed on the sides

AI-based detection of individual detectionof the vehicles; however, the crew is stillrequired to perform visual inspection. To
support the inspection, we developed asafety check supporting system3) that automatically detects passengers approach-vehicles, the crew can be notified of ap-

and vehicles. Moreover, each system is re-ing vehicles using photographic images

proaching passengers through this system.

quired to implement control functions that

captured by cameras installed on the sides

determine the information to be selected

Improving Facility-Saving
Strategies and Communication
Quality Through an Integrated
Communication Networkfrom redundant lines, which can impede

to an algorithm that detects approaching

Many railway-related systems commu-

munication lines depending on factors

passengers (AI-based detection of indi-

nicate information over networks, most ofsuch as level of importance, priority orvidual detection ).

which are independent and self-construct-network traffic conditions5) (Method of in-ed (Method of integrating communication
networks , left). Safety-critical systems

tegrating communication networks , right).

speed operation and implementation
methods specifically designed for eachoften incorporate redundancies by using

tracks at the RTRI, in which multiple lines

station environment, we developed a sys-multiple lines. Redundancy is becoming

had been combined, and we confirmed

tem that enables real-time performancewith just a CPU, removing the need for an

increasingly important, particularly in sys-that the communication quality of even4)tems that use cellular phone networks .

congested communication networks could

expensive GPU that also generates plenty

Considering the growing use of network-

be improved. This router mainly consistsof heat. Additionally, we downsized thebased communications in the future, manyof a general-purpose router with a function

system (to 360 × 260 × 70 mm). If cam-wireless systems and communication ca-of controlling multiple lines and selecting

eras are already installed on the sides ofbles need to be installed in machine rooms

information added thereto. The general-of vehicles and notifies the crew thereof.
Humans, heads, wheelchairs, perambulators, and white canes for visually impaired
people can be detected separately by applying AI models trained on our own data

Through our efforts to improve the high-18

the efficiency of the procedures.
To help resolve these issues, we haveproposed a method of integrating communication networks and switching com-

We performed running tests on the test

March 2024 No. 14

Ascent(a) Conventional structure(b) Proposed structure

Machine room 1

Machine room 1

System A1

System B1 System C1

System A1

System B1 System C1
High-performancerouterInternet connection

System A2

System B3 System C3

Machine room 2

Train

Internet connection
High-performancerouterHigh-performancerouter

System A2

System B3 System C3

Machine room 2

Train

Function of controlling multiplelines and selecting information

Public lines(Company X, Company Y, and Company Z)

Self-owned lines

Wireless system(Company X, Company Y, and Company Z)

Method of integrating communication networks

purpose router can be updated to produce
continuous enhancements in the security
features.

Conclusions
In this report, we covered relating tomaintenance data analyses, as well as
applying still image-based methods andthe other related to communications networks. For more information on our otherresearch achievements, please refer to theofficial RTRI website (https://www.rtri.or.jp/
rd/division/rd62/).

AscentNo. 14 March 2024

References
1) Introduction of the Organization of the Railway Technical Research Institute, Ascent,No.13, pp.2-3, Railway Technical Research Institute, 2023
https://www.rtri.or.jp/eng/publish/ascent/shktjh0000000q7q-att/ascent13-all.pdf.pdf
2) Satoko RYUO, Yusuke KAWAMURA, Akio HADA, Izumi KURITA, “Development of an
Integrated Analysis Platform for Cross-sectional Railway Maintenance Data”, RTRI
Report, Vol.36, No.8, pp.51-56, 2022
3) Wataru GODA, Nozomi NAGAMINE, Hiroki MUKOJIMA, “Station Platform Safety
Check Method for Driver Using Side Camera on Rolling Stock”, RTRI Report, Vol.35,
No.10, pp.23-28, 2021
4) Koshiro YANAI, Mitsugu TOMIOKA, Hiroshi ITO, Koji SUGIURA, “Development ofa New Level Crossing Control System Utilizing Commercial Mobile Network and
GNSS”, WIT Transactions on The Built Environment, Vol.213, pp.171-179, 2022
5) Satoko RYUO, Akio HADA, Daisuke YAMAGUCHI, Kazuki NAKAMURA, Kunihiro
KAWASAKI, “Proposal for Transmission Media Usage Functions in Transmission Protocol for Railway System”, RTRI Report, Vol.36, No.12, pp.13-19, 2022 in Japanese19Articles

Dr. Motohide Matsui
Director，
Head of Materials Technology Division

The Materials Technology Division is currently working
on extending the service life and developing highperformance materials for use in railways, identifying
the causes of material deterioration, constructing
deterioration evaluation and maintenance methods, anddeveloping and researching new materials. We conduct
research and development across diverse areas, frombasic to applied research, on frictional sliding materials.
In this article, we introduce the latest examples of ourresearch and development efforts.

Recent Research and Developmentof Materials Technology Division

Introduction

working conditions, such as the decline inthis end, these laboratories have focused

Several combinations of metallic (ironthe working-age population attributed toon extending service life, developing high-and steel, aluminum, copper, etc.), inor-

the decreasing birthrate and aging popula-

performance materials and frictional sliding

ganic (concrete, ceramics, etc.), organiction, coronavirus-induced changes in thematerials that can be used outdoors over(rubber, coating materials, lubricant oil,working environment, digital innovations,extended periods, investigating the causesetc.), and carbon-based materials are em-

and decarbonization. Therefore, futureof deterioration, constructing evaluationployed in railways based on the specificmaterial technologies need to realize flex-

and maintenance methods for deteriora-

structural and functional requirements

ible responses to these changes in the sur-tion, and applying the new materials forand study objectives. These materials

rounding environment.

have been developed over 150 years of

The Materials Technology Division has di-construction (Technical fields targeted by
the Materials Technology Division ).

the Japanese railway history through per-rected its research and development (R&D)

We report on some recent examples ofsistent efforts for overcoming the lack ofefforts in “concrete materials,” “vibration-

our R&D efforts: mitigation measures fordurability and meeting the demands for

isolating materials,” “lubricating materials,”

responding to changes in working condi-

new functions. However, the environmentand “frictional materials” laboratories totions, measures against aging caused bysurrounding railways has continued to

improve railway safety and respond to thedecarbonization, adding high functionalitychange significantly owing to changes inchanging surrounding environments. To

to materials for improving railway safety,

20

March 2024 No. 14

AscentMaterials used outdoors for a long time

Concrete materials
・Concrete structures (Structures)・Sleepers (Tracks)
・Poles (Electric power), etc.

Vibration-isolating materials
・Axle spring rubbers, door sensors,
flame-retardance (Vehicles)
・Coating materials, noise barrier
walls, pads (Structure and tracks),
etc.

Frictional materials
・Wheels, brakes, brake shoes,
pantographs, and contact strips (Vehicles)
・Rails (Tracks)
・Contact wires (Electric power),etc.

Lubricating materials
・Lubricant oil and grease(Vehicles and tracks)
・Axle bearings (Vehicles), etc.

Frictional sliding materials
Technical fields targeted by the Materials Technology Divisionand improving simulation technologies forminimize the need for trial-and-error ex-properties are currently being verified. The

applying new materials in the future.

perimentation and facilitate the material

results confirm that the simulations candesign required for developing new mate-successfully estimate the Young’s modulus

rials and estimating material properties.

and electrical resistivity, which are impor-

Simulation Technologies for
Applying New Materials in the
Future“Material simulations for developing abrasion-resistant materials.”

An example of the material simulations

tant material properties associated withcurrently under study are shown in Examples of material simulations . As shownin Examples of material simulations , to-abrasion-resistant materials. In the future,mographic images of pantograph contact

resistant materials and contribute to more

Developing new materials requires con-

strips made of frictional sliding materials

in-depth research.

siderable trial-and-error efforts for identify-

are obtained using X-ray computed to-

ing target materials. Unlike this traditional

mography imaging. Microscopic models

approach, which is labor intensive, time-

constructed based on the obtained images

consuming, and expensive, we effectively

are incorporated into the simulations andemploy material simulations to proceed

homogeneously analyzed for estimatingwith our research and development. Whenmaterial properties. The estimated accu-

used effectively, material simulations canracy of the simulations of known material

AscentNo. 14 March 2024

we plan to apply the aforementioned
simulation technologies to other abrasion-

Enhancing Material Performance to
Improve Safety“Oil for axle bearings of Shinkansen trains that offers excellent
low-temperature performance andmaintainability”

21Axle bearings, which consist of frictionalsliding materials, support the rotating axles
from both sides and lubricate the inside of
the bearings with oil to ensure smooth axle
rotation. Improving the fluidity*1 of the oilfor axle bearings has become necessary
with the expansion of the Shinkansen net-

Pantographcontact strip

work into extremely cold regions.
To meet this demand, we developed an
oil for axle bearings that exhibits excellent
low-temperature fluidity. The developed
oil is based on highly purified mineral oilthat is not susceptible to oxidation andshows little change in viscosity at temperatures ranging from low to high (Oil for axle
bearings of Shinkansen trains with excellent low-temperature fluidity ). As shown in
Oil for axle bearings of Shinkansen trains
with excellent low-temperature fluidity ,Obtain tomographic
images by X-ray
computed tomopraphy
imaging

the newly developed oil for axle bearings
has a lower fluidity than the currently usedoil, and it can retain its fluidity at temperatures below -40℃ . We conducted a benchtest with real axle bearings operating for
800,000 km of travel and verified the superior durability of the newly developed
oil with no abnormalities. We realized

Separate by
constituent
materials

efficient maintenance by facilitating thevisual management of oil for axle bearings.
Thus, we controlled the reddening of oil inaxle bearings caused by ultraviolet light,
thereby making it easier to promptly locate

100μm to 1mm
Generate
FEM models→Analyze homogenization→Estimate material properties→Verify accuracychanges in oil color caused by abnormalities in axle bearings.

Countermeasures Against Aging for
Responding to Changes in Working
Conditions“Prefabricated noise barrier walls
for railway viaducts”
Planning replacements is a suitable countermeasure against the aging of noise barrier walls in railway viaducts that have beenused outdoors over extended periods.
High workability and good sound insula-

Examples of material simulations

22

tion properties are necessary to efficiently

March 2024 No. 14

Ascent

0

－10

Newly
developed
oil

Axle bearing

Outer ringWheel

Oil injected

Holders
Rollers

Axle

Axle
Rail

Fluidity（℃）

Oil seal－20

Current
oil－30

Low-temperature
fluidity improved

－40

Newly
developedoil－50

Inner rings
Oil thrower

Backing ring

Oil for axle bearings of Shinkansen trains with excellent low-temperature fluidity

perform replacement work when installing

inside columnar members. These materials

ize further noise reduction in commercial

new noise barrier walls.

sufficiently improved the sound absorption

railway lines and surrounding areas using

To meet these requirements, we co-de-

performance and satisfied the performancethe newly developed prefabricated noiseveloped a new sound-insulating wall withrequirements for noise barriers in Shinkan-barrier walls.

a prefabricated steel noise barrier wall con-sen trains. In addition, heavy machinery is

taining fibrous sound absorption materials

not required to install the newly developed(Prefabricated noise barrier walls for railway

noise barrier walls because their weight isviaducts ). The new-sound insulating walls

approximately one-third that of concreteconsist of columnar members with prede-noise barriers of the same height. Thus, thetermined widths connected to each othernew noise-barrier walls can be installed

and installed along the lines to form noise

during the day without the use of heavy

barriers. Each columnar member formed

machinery if appropriate security measures

In tunnels used over a long period, acidic

one unit, and sound absorption materials

are implemented. We plan to conduct

underground water can seep out or ex-with layers of polyester fibers were usedfurther research and development to real-

haust gas soot particles emitted from die-AscentNo. 14 March 2024

Countermeasures Against Aging for
Responding to Decarbonization“Geopolymer mortar for repairing
plastering damage with low CO 2
emissions.”

23

0.3ｍ

2.6ｍ
First layer (Track side)
Second layer

Sound absorption characteristics can be
improved by incorporating layered fibroussound absorption materials.

Noise barrier walls are installed
along the lines; these walls are
installable during the day without
using heavy machineries.

Prefabricated noise barrier walls for railway viaducts

sel vehicles can adhere to the wall, thereby

mer mortar is rarely lysed and maintains aas that of the widely used cement mortar

causing the concrete tunnel walls to behigh acid resistance (Improved acid resis-

can be maintained by adjusting the types

lysed by the acid adhering to the tunneland blending ratios of raw materials in theconcrete surface need to be removed andtance of（newly developed）geopolymer
mortar and comparison of CO 2 emissions
during manufacturing ). Compared to therepaired using mortar. Although cement

widely used cement mortar for repair, themortar is frequently used for maintenancegeopolymer mortar can reduce CO2 emis-

Conclusions

and repair, a highly acid-resistant mortar issions during production by ~70 %, which

We presented examples of the latest re-required to repair acidified locations.

helps meet the increasing social demands

search and development approaches in the

To meet this demand, based on the acidfor decarbonization (Improved acid resis-

Materials Technology Division. For further

resistance of geopolymers*2, we developed

information on other research achieve-

Compared to the cement mortar widelytance of（newly developed）geopolymer
mortar and comparison of CO 2 emissions
during manufacturing ). Further, we con-used for maintenance and repair, geopoly-firmed that the same amount of workability

walls. The lysed and damaged parts of thea mortar for repairing plastering damage.

24

geopolymers.

ments, please refer to the RTRI website(https://www.rtri.or.jp/rd/division/rd49/).

March 2024 No. 14

AscentLysed parts of concrete surface
Small

Damaged parts removed and repaired

Large

Acid resistance
improved bygeopolymer mortar

Geopolymer
Widely usedmortar ＞ cement mortar

Comparison of acid resistance
500
400

CO2 300
Emissions(kg/m3) 200

LiningGround

－70％

100
0

TunnelPart deteriorated by acid

Geopolymer
mortarWidely used
cement mortar

Comparison of CO2 emissions
during manufacturing

Improved acid resistance of（newly developed）geopolymer mortar andcomparison of CO2 emissions during manufacturing

References*1 Fluidity

The temperature at which the lubricant is lesslikely to flow.

*2 Geopolymer

Inorganic polymer prepared with an amorphouspulverized body containing silica, alumina, andalkaline solution.

*3 Homogenization analysis

A method to analyze a heterogeneous microstructure as an equivalent homogenous model.

AscentNo. 14 March 2024

1) F. Morimoto, Y. Kubota, “Evaluation of Material Properties of PantographContact Strip by Microscopic Structure Model”, Quarterly Report of RTRI,
Vol.63, No.3, pp.200-205, 2022
2) “Oil for axle-box for Shinkansen with excellent low-temperature performance and maintainability”, Major Results of Research and Development of RTRI, 2021
https://www.rtri.or.jp/rd/seika/2021/1-10.html (Received on October 24,
2023)
3) D. Sato, Y. Abe, “Evaluation of noise reduction performance of new steel
noise barrier for Shinkansen”, proceedings of inter-noise, August 2023
4) M. Uehara, T. Sato, “Experimental Short Sleeper Using Fiber Reinforced
Geopolymer”, Quarterly Report of RTRI, Vol.55, No.4, pp. 216-222, 201425

Meeting

ISO/TC 269 12th Plenary Meeting
Takes Place in JapanThe Railway Technical Research Institute (RTRI)
established the Railway International Standards
Center (RISC) and engages in international
standardization activities while cooperatingwith other organization members to promoteinternational standardization in the railway
sector.

The 12th Plenary Meeting of ISO (International
Organization for Standardization)/TC 269（Railway applications) was held, and RISC
was honored to host the plenary meeting of
the technical committee and sessions of thesubcommittees.

This was the second time the meeting washeld in Japan, the first time being in November
2013. Due to the COVID-19 pandemic, we were
obliged to have only online meetings during
the last three years, but this time many joined
the meeting held mainly face-to-face.

26

March 2024 No. 14

AscentParticipants
12th Plenary Meeting・Based on the reports released by the subcommittees underDate: June 9, 2023

als and the progress status of deliberation projects relating toNote: Subcommittee sessions were held from June 6 to 8, 2023.

34 projects. The 34 projects included the following six projects

Venue: Bellesalle Jinbocho, Chiyoda-ku, Tokyo

led by Japan, specifically:

ISO/TC 269, the participants discussed new work item propos-

No. of delegates: 134 (82 in person, 52 online)
Overseas: 108 delegates from 17 countries“Railway applications — Heating, ventilation and air condition-（59 in person, 49 online）
Japan: 26 delegates (23 in person, 3 online) from railway opera-

ing systems for rolling stock — Part 4: Basic design param-

tors, manufacturers, RTRI, and, as observers, officials from

“Railway Applications — Running time calculation for timeta-eters, test and inspection items for the HVAC unit”

the Ministry of Land, Infrastructure, Transport and Tour-

bling — Part 2: Distance-speed diagrams and speed curves”

ism (MLIT) as well as the Ministry of Economy, Trade and“Railway Applications— Concepts and basic requirements for

Industry (METI)

the planning of railway operation in the event of natural disasters”

Outline of the Meeting
The plenary meeting was held to share among the members the- 12 infrastructure-related projects, including “switches andcrossings” and “switch machines.”

outcomes of deliberations conducted over the past year and the- 15 rolling stock-related projects, including “luggage racks”

progress status of ongoing projects relating to ISO/TC 269. It alsoand “electrical lighting for rolling stock.”served as a kick-off meeting where new standardization projects- 7 operation- and service-related projects, including “rollingwere discussed and the new deliberation committee was orga-

stock relevant operation and maintenance documentation”

nized.

and “transportation of unusual cargoes.”

The meeting was launched with the opening speech of Chairper-

Many participants attended the meeting from Japan and suc-son, Hiroshi Tanaka (RTRI), followed by the deliberations below:

cessfully demonstrated to other participating countries the leadingrole Japan plays for international standardization through discus-

・The progress status of deliberations for standardization was

sions on the progress status of deliberations for standardization

reported and discussed for the nine projects started under theand new work items. Consequently, Japan's presence in ISO/TC

direct responsibility of ISO/TC 269, and the progress status of

269 has been significantly enhanced.

deliberations for standardization on the wheel-rail contact geometry was approved.

At the meeting, Sweden (Stockholm) was chosen to host the next
plenary meeting scheduled in June 2024.

AscentNo. 14 March 2024

27

International Activities

Activities of RISC on International
Standardization in the Railway Field
Introduction
The Railway International Standards Center (RISC) of the Railway Technical ResearchInstitute (RTRI) was established and commenced its activities on April 1, 2010. RISC isa membership organization which is mainly composed of the railway operators, railway-related industries and JIS drafting committees in Japan. The purpose of the workin RISC is to develop a safer, more eco-friendly and more technologically advanced
railway systems for both Japan and the world in the future. In the activities of RISC,
the management and deliberation related to international standards of the railway
Dr. Toshiki Kitagawa
General Director,
Railway International Standards Center

which is closely related to international standardization, to the members of RISC, andpromotes the development of human resources engaged in the standardization. In
this article, the summary of the activities of RISC related to standardization are shown.

AdvisoryGroup

Ad-Hoc Groups Working GroupCAG

AHG 19Studying and reportingon ACEE Guides

WG 40

Urban Guided
Transport Management
and Command/Control
Systems

PT 62848-3

PT 63453

MT 60349

MT 62128SLG

AHG 20

WG 43

Train communication
network

PT 62973-2

Batteries for auxiliary power
supply systems – Part 2: NiCd
batteries

PT 63477

MT 61373

MT 62973-1- SG

AHG 28

WG 46

PT 62973-3

PT 63488

MT 60310

MT 62888- SG

AHG 30

IEC/TC 9 Standards
map

On board driving
information system

Batteries for auxiliary power
supply systems - Part 4:
Secondary sealed nickel metal hydride batteries

Interoperability and safety ofdynamic wireless powertransfer (WPT) for railways

PT 63495

MT 62278
RAMS

- SG

AHG 31

WG 50

PT 62973-5

PT 63498

MT 60913- SG

AHG 32JWG 51

PT 63341-2

PT 591

MT 62425

AHG 33

PT 63438

PT 641

AHG 34

PT 63452

PT 63536

IEC-UIC

TrainetMultimedia

Fixed Installations

Prognostics
HealthManagement

Study ACSEC Guide
120 in view of
implications on thework of TC 9
Safe transmission
protocol

Sustainable electrified
transportation

Lightning protection for
traction power supply
system of rail transit
SCADA for railways

Gaseous hydrogen
filling stations

28

technologies are included. In addition, RISC also gathers and provides information,

Onboard multimedia
systems for railways

WG 48

Electronic power
converter

Fuel cell systems forrailway applications

Project Teams
D.C. surge arresters andvoltage limiting devices – Part
3: Application Guide

Batteries for auxiliary power
supply systems – Part 3: Leadacid batteries

PT 62973-4

Batteries for auxiliary power
supply systems - Part 5:
Lithium -ion batteries
Fuel cell systems for
propulsion - Part 2: Hydrogenstorage system
Protection principles for AC
and DC electric traction power
supply systems

Cybersecurity

Validation of simulation of the
dynamic interaction between
pantograph and overheadcontact line
Coordination requirements andenergy-saving performance
evaluation for EFS in DC
Traction Power Systems
Technical criteria for thecoordinations in neutral section passing system for
train

System Energy Efficiency

Specification and verificationof energy consumption

Maintenance Teams
Rotating electricalmachines for rail and roadvehicles

Shock and vibration tests

Traction transformers andinductors on board rollingstock

Revision of IEC 62128 series

Batteries for auxiliary powersystems – Part 1: General
requirements

Energy measurement on board
trainsMT 62427

Compatibilitybetween rollingstock and train detection
systems

Electric traction overheadcontact lines

MT 62486

Technical criteria for theinteraction between
pantograph and overhead line

Safety related electronicsystems for signaling

Requirements for thevalidation of simulation tools
used for the design of traction
power supply
Signalling and control
systems for non UGTMS
Urban Rail systems

Structure of IEC/TC 9 (Nov/2023)

March 2024 No. 14

AscentInternational Standardization Activities

number of the international projects and the changes in numberof the experts who have participated in these projects in Japan ,Since 2010, RISC has taken on the role of the national secretariat

the changes in the number of the experts who have participated inof IEC’s Technical Committee 9, which is dedicated to electri-

these projects in Japan are also shown. It can be observed that thecal equipment and systems for railways (IEC/TC 9). As for ISO, a
new technical committee (ISO/TC 269: Railway applications) was

number of the international standards has almost doubled in six

established in April 2012, and in 2016, it was followed by three

ing accordingly.

Sub Committees (SCs). In order to manage this movement appropriately, RISC has also acted as the national secretariat for ISO/

fire protection of railway vehicles and crashworthiness require-TC 269 and its SCs, as well as ISO/TC 17/SC 15. RISC has been ablements for rail vehicles, have been discussed. The scope of theto quickly understand the global trends relating to both IEC andstandards of fire protection is to prevent and reduce the hazards

ISO standards in the railway field and to keep up with the growing

associated with fires in the vehicles, and the standards for theneed for the standards worldwide.

protection have been developed on the migration strategy of EN

Structure of IEC/TC 9 (Nov/2023) and Structure of ISO/TC 269(Nov/2023) show the organizations in ISO/TC 269 and IEC/TC 9. It is

standards. In EN standards, in order to ensure the safety of passen-found that more than eighty projects are ongoing in the two technical committees and that the scopes covered in the field are also

ments for the vehicles are specified which take into account thewider. Changes in number of the international projects and the

However, in Japan, there are regulations which state that thechanges in number of the experts who have participated in theseprojects in Japan shows the changes in the number of the international projects that RISC has worked on since 2016. In Changes in

performance of fire resistance materials shall be verified throughyears and the number of the international experts is also increasIn recent years, some important international standards, such as

gers and staff to the maximum extent possible, the design requiretime period for the passengers and staff to move to a safe place.

combustion tests, which are determined depending on the partsof the vehicle. This suggests that there is a difference in approach

ISO/TC 269 Railway applications
SC 1 : Infrastructure
WG 1

Plastic
sleepers

SC 2 : Rolling stock

AHG 2

Track
maintenanceprocess

WG 2

WG 1

Railwaybraking

WG 2

HVAC
systems

Track quality
evaluation

WG 3

WG 3

Rail
weldingGlazing

WG 4

WG 5

Rail construction,
maintenanceand inspection
machines

Rolling stock
suspension
components

WG 5

WG 6

AHG 2

Coupler buffer
systemAHG 5

Rolling stockarchitecture

WG 9

Painting ofrailway
vehiclesWG 10

GaugesWG 11

Monitoring
and treatmentof rails

Passenger
seats

Structuralrequirement

WG 6

WG 7

WG 12

Concretesleepers andbearers

WG 7

Fasteningsystems

AscentWG 8

Trackfoundation

WG 9

Ballastless
track systems

No. 14 March 2024

Derailment
detectionsystems

Particles
emissionmeasurement
method

WG 8

WG 13

Interior
passive safety

Interior
electricallighting forpassenger
rolling stock

CAG : Chair’s
Advisory group

SC 3 : Operations and services
WG 1

Planning ofoperational
concepts forearthquakes

WG 2

Railway
drivingsimulator for
drivers’
training

WG 3

Railway
timetabling

WG 4

Rolling stock
relevant
operation andmaintenancedocumentation

WG 5

AHG 1

Transportationof unusual
cargoesAHG 3

Guidelines for
operational
rule forautomatic
driving modeapplication

WG 5

AG 17

Railway
qualitysystemStrategic
liaison group

WG 6

Rail vehiclehydrogenrefuelingequipment

Fire
protection

WG 8

Platform
barriersystem

AHG 2

AHG 7

Migration
Strategy

WG 9

Wheel-rail
contact
geometry

WG 10

Terms anddefinitions

Principles oftrain detection
for operations
and services

Structure of ISO/TC 269 (Nov/2023)

29

based on EN standards. In EN standards, the safety
requirements are prescribed in the case of train
collision accidents. However, in Japan, there areno national standards for train collision because
the accidents can be prevented by the railway
signaling system appropriately. This also indicatesa difference in approach on crash safety between

60
40
20
0

Europe and Japan. These points suggest that, inorder that Japanese and European experts mightreach a consensus on the technical issues throughdeliberations of the standards, it is important for

IEC/TC 9 (expert)
2016

2017

2018

2019

2020

2021

2022

200
150
100
50
0

Number of experts in Japan

hicles, the standards have been also developed

ISO/TC 269 (expert)

80

ISO/TC 269 (project)

For the crashworthiness requirements for the ve-

250

IEC/TC 9 (project)

on fire protection between Europe and Japan.

Number of international projects

100

Changes in number of the international projects and the changes in
number of the experts who have participated in these projects in Japan

both experts to explain railway technologies carefully and reasonably, ranging from basic to advanced research.
It is necessary that all the experts play a leading role by improv-

technical committee and its subcommittees (see The 12th Plenary
Meeting of ISO/TC269 from June 6 to 9, 2023, in Tokyo ). Whereas

ing both presence and influence in the deliberations on interna-

in recent years, they had been held in a web format due to thetional standardization in the railway field, such as by providing

Corona disaster, these meetings were held in a hybrid format thatappropriate opinions, and by strategically ensuring that morealso allows face-to-face participation for the first time in four years.

advanced railway systems developed worldwide are reasonably

At these plenary meetings, both the progress of the standards

included in the standards. This requires the development of not

and the proposals on new standards were discussed energetically.

only human resources who actively participate in the deliberations

Through the meetings, RISC showed that Japan plays an important

related to international standards in the railway field, but also hu-role in international standardization in the countries which attend-

man resources who can play a leading role in deliberations in theed them.

future. Therefore, RISC has set out the program to develop humanresources working on international standardization and has been
putting it into practice for the staffs in RISC.

Conclusion

In addition, to enhance the presence of Japan in the interna-

Through these activities, RISC has been strategically working on

tional standardization activities, the 12th Plenary Meeting of ISO/the international standardization of railway systems, which has

TC269 and 8th Plenary Meetings of its SCs were held from June 6

been developed worldwide. And RISC will continue to contributeto 9, 2023, in Tokyo, and RISC hosted the plenary meeting of theto the sustainable future development of the railway worldwide.

The 12th Plenary Meeting of ISO/TC269 from June 6 to 9, 2023, in Tokyo

30

March 2024 No. 14

AscentAwardDr. Ryuichi Yamamoto Awarded
ISO Excellence Award
We are delighted to announce that
Dr. Ryuichi Yamamoto of the Railway
Technical Research Institute has been
awarded the ISO Excellence Award by
ISO (the International Organization forStandardization) for his contributions
to the development of the world’s firstinternational standard for rail welding.

Award winner :Dr. Ryuichi Yamamoto,
Senior Chief Manager, Railway International
Standards Center
Left, Dr. Ryuichi Yamamoto (Award Winner)
Right, Mr. Francisco Parente (Chairperson)( ISO/TC 269/SC 1）

What is the ISO Excellence Award?
The ISO Excellence Award was created to reward the achieve-

Summary of Dr. Yamamoto’s Major Contributions(as released by ISO)ments of technical experts for their outstanding contributions to

Dr. Yamamoto is the international convenor of ISO/TC 269-Rail-the development of the international standards published by ISO.

way applications, ISO/TC 269/SC 1-Infrastructure, and ISO/TC 269/
WG 3-Rail welding, and the project leader for the development of
the world’s first international standard for rail welding, “ISO 233001:2021 Rail welding”. Using his technical experiences and expertisein the field of rail welding, which he has gained during his 30-year
career, Dr. Yamamoto has been contributing to the developmentof the international standards that provide general requirements
and test methods for rail welding.

AscentNo. 14 March 202431