ANNUALREPORT

2016-2017
For the year ended March 31, 2017

Railway Technical Research InstituteForeword
Norimichi KUMAGAI
President of the Railway Technical Research Institute
RTRI celebrated its 30th anniversary on
December 10, 2016. Since its inauguration, we
have been seeking “safety first”, “head-startresearch”, “close ties with JR companies”, andhaving been creating quality research outcomes
and working to establish credibility with the support by the government and railway companies.

technologies: enhancement of convenience of
train travels; reduction of maintenance cost;energy saving of railway systems; developmentof basic technologies to protect trackside environment and to improve advanced simulation
techniques for further increase in Shinkansen’s
speeds.

In 2015, RTRI announced a new vision“RISING – We will develop innovative technologies to enhance the rail mode so that railways
can contribute to the creation of a happiersociety.” It describes RTRI’s basic policy andfuture direction so that RTRI will be able tomeet the expectations from the railway world
and Japanese society. This vision also states
RTRI’s three missions, “Intensified research anddevelopment activities responding to customers’
needs and social change,” “Impartial research
activities using the best science available in an
ethical way,” “Research activities pioneering
cutting-edge technologies,” and the businessand management strategies to accomplish themissions. Furthermore, as a mid-term plan tostate concrete strategies to implement the vision,
we publicized a five-year master plan starting in
2015, “ RESEARCH 2020 - Aiming at Creation of
Innovative Technologies -“At the same time, we have completed majorrenovation of the large-scale low-noise windtunnel in Maibara, and keep improving our test
facilities as follows: review of specifications ofhigh-speed pantograph test equipment; reviewof specifications of high-speed axle test equipment; detailed design of low-noise train model
test equipment; basic design of a new building
for tests and experiments. We are going to further
enhance basic testing equipment and facilities forthe research activities in the next 30 years.

In fiscal 2016, the second year of the master
plan, we focused on the research and development to enhance railways safety. We implemented
projects to make railways more resilient in caseof serious natural disasters such as major earthquakes and heavy rainfalls and projects to prevent
derailment and tunnel fire. In addition, we havepromoted following research and developmentby introducing information and communications

Annual Report 2016-2017

We will intensify research and development
for the next 30 years in order to build safe andattractive railway systems that more and more
people will hope to use. As we believe that railways connect people’s heart and mind as wellas connecting them in a material meaning andcontribute to the creation of a happier society,we will always keep high motivation to continue
the research and development efforts. We hope
to be an institute that keeps providing quality
research outcomes to the global world as well as
to Japanese society and to continue to be relied
upon by railway operators and customers. Last
but not least, we do hope to ask for continued
support and advice from all the rail-related people.

1

Overview

Contents

Organization

2 Overview
4

Major Results of
Research and Development

Board of Trustees

Board of Directors

Auditors

33 News Release
51 Outline of Activities FY 20162

Annual Report 2016-2017

Railway Technical Research InstituteExecutive
Vice
Presidents

ChairmanPlanning Division

Vehicle Structure
Technology Division

Compliance Division

Vehicle Control
Technology Division

President
Executive
Directors

Administration Division

Structures
Technology Division

Miyazaki Test
CenterPower Supply
Technology Division

Accounting Division

Track
Technology Division

Information
Management Division

Disaster Prevention
Technology Division

Health Insurance
Systems Center

International Division
Research &Development
Promotion Division
Wind Tunnel
Technical Center
Marketing & Business
Development Division
Railway Technology
Promotion Center
Railway International
Standards Center

Signalling &Transport Information
Technology Division
Materials
Technology Division
Railway Dynamics
Division
Environmental
Engineering Division
Human Science
Division
Maglev Systems
Technology Division
Yamanashi
Maglev
Test Center
Center for Railway
Earthquake Engineering
Research(As of July 1, 2016)

Annual Report 2016-2017

3

Major Results of
Research and Development
IMPROVEMENT OF SAFETY
1. Effectiveness of embankment slope work against
cloudbursts• Insight was gained into the embankment failure mechanisms particularly associated with short, heavy
downpours.
• Embankment slope work increased resistance to precipitation by a factor of 1.3.
• These findings can be applied to embankment slopes as a countermeasure to cloudbursts.
Some embankments, which under normal rainy conditions present no weaknesses have been found to collapse
when subjected to sudden short bursts of torrential rain.
Consequently, precipitation tests were conducted on afull-scale model to clarify the mechanisms behind embankment failures caused by cloudbursts and to investigate theeffectiveness of measures applied to embankment slopes.
Test results revealed that during short downpours thecause was not so much related to water infiltration into
the heart of the embankment, but rather due to the highvolume of precipitation that collects in the bottom of the
track bed. This water then flows over onto the shoulder ofthe embankment causing erosion. The remaining waterthat does not overflow seeps down into the base of theembankment which also causes erosion and eventuallyleads to collapse over time.

In the next step of the study, the model embankment
featured in Figs. 1 and 2 was employed to test the effectiveness of pre-cast concrete frames as a countermeasure to
cloudbursts. Trials demonstrated that the remedial work
reduced the volume of water found inside the embankment, and slowed the erosion process down (Fig.3). In
addition, it was found that the original embankment failed
up to the shoulder when a cumulative precipitation of 480
mm was reached, whereas the reinforced embankment
resisted, with only localised areas failing, with 1.3 times
as much cumulative precipitation. This demonstrated theability of the reinforcement measure to restrict failure to
localised areas, thereby preventing collapse of the wholeembankment.

Fig. 1 Picture of model embankment

Fig. 2 Picture of test conditions (showing collapse of original
embankment without countermeasure work)

4

Fig. 3 Water level progression over time
inside the embankment

Annual Report 2016-2017

Railway Technical Research Institute

2. Development of seismic reinforcement methods for bridge
abutment and proposal for new design method• A new seismic reinforcement method for bridge abutments was developed which does not encumber
the space in front of abutments.
• A seismic design method adapted to level 2 earthquake motion was proposed.
• It was confirmed that the new method more than doubles resistance to earthquake motion compared
to bridge abutments without reinforcement.
Abutments are structures standing between bridge or
viaduct sections and embankments. Past earthquake damage includes inclination of abutments and disrupted train
operations due to backfill settlement. Seismic reinforcement methods for abutments proposed previously require
construction space in front of the abutments; therefore,
it was difficult to execute especially on the abutmentsof railway bridges crossing over roads in urban areas,
because of limited space availability and restricted working
conditions.
Based on this background, a new seismic reinforcement method for abutment using large diameter soil
nailing was developed (Fig.1). This method allows work
to be carried out from the side of a backfill, thereby

avoiding any hindrance in front of the abutment. Modeltests and numerical analyses were conducted on thisreinforcement method and another method using column
soil improvement into the backfill from the track side (Fig.
2), in order to clarify the reinforcement mechanisms andeffectiveness of the methods (Fig. 3). Using the insightgained from the tests, new seismic design methods were
proposed.
Design calculations for actual abutments were conducted on the basis of this method, which confirmed not
only that this seismic reinforcement more than doubled
resistance compared to abutments without reinforcement,
but also that it significantly reduced deformation of theabutment itself and settlement of the backfill.

Fig. 1 Seismic reinforcement method using large diameter
soil nailingFig. 2 Seismic reinforcement method using soil nails

Abutment
displacement
95mm

Settlement of backfill

103mm(a) without reinforcement

Abutment
displacement
10mm

Settlement of backfill

33mm(b) Reinforcement method using large diameter soil nailingFig. 3 Resulting effectiveness of proposed reinforcement method (condition after level 2 earthquake)

Annual Report 2016-2017

5

Major Results of Research and Development

3. Fracturing grouting as a countermeasure against soil liquefaction• A method was developed to densify ground against soil liquefaction using grout injection.
• The volume of injected material was cut by 1/3, reducing cost and work time.
• This method was found to be a suitable countermeasure against soil liquefaction directly under existing
railway embankments.
A fracturing grouting method was developed to reduce
soil liquefaction, requiring a lower volume of injection material (Fig. 1). The hardening time and viscosity of the grout
used in this method were adjusted before injection in order
to allow the grout to fracture the ground.
The fracturing densifies the surrounding ground increasing resistance to liquefaction. The present method allows
the grout to be injected in various directions, making it
possible to bring improvement to the area of ground being
targeted.
Figure 2 shows the result of a ground survey after
applying an injection rate of 10% (1/3 of the existing
method). The Nd value indicating hardness, the coefficientof earth pressure at rest and soil density increased after
the grouting. These results were used to make estimations of the possibility of soil liquefaction and level ofliquefaction damage, which in turn were used to verify

Low injection rate → lower cost andshorter work time
Compact machine → possibility of working in
confined spaces
Diagonal injection → possibility of grouting
beneath existing structures

the degree of liquefaction influencing a structure that could
be ignored and the amount by which liquefaction could be
reduced. This demonstrated that ground condition could
be improved significantly even using a lower injection rate,
which also cut cost and work time compared to present
methods. In addition, this procedure can be used in awide range of conditions, since it can be applied under
existing structures because of the small amount of groundupheaval and irregular displacement of the ground surface,
and used in confined locations because of the compact
size of the grouting machine. The present working method
has already been applied along in-service lines directly
beneath earth embankments as a countermeasure against
soil liquefaction. This experience demonstrated that themethod can be applied without any trouble, and does notcause any track deformation.

Possibility of working
in wide area, andfaster implementationof countermeasuresagainst liquefactionof earthDensity(g/cm3) Coefficientpressure at rest

Nd Value

0 10 20 30 40 1

Grout fracturing

Actual fracturing of grout
About 0.5 m
Grouting hole
About 1.2 m

Densification of soil
through expansion

Fig. 1 Fracturing grouting work as countermeasureagainst soil liquefaction

6

Depth (m)Liquefiable
layer

2

Embankment

4

Cohesivesoil

6Fine sand(liquefaction layer)

8
10

2

3 0

1

2

3

Beforeimprovement
After
improvement

Improved area0Silt(a)PDC test (b)Density logging(c)LLT test

Fig. 2 Example of increased ground constant after grouting

Annual Report 2016-2017

Railway Technical Research Institute

4.Anti-seismic measures using a vibration control damper• A design method for a vibration control device has been developed for work on difficult structures,such as bridge piers constructed in rivers.
• Using the proposed design drawing, the effectiveness of the vibration control can be estimated towithin an error margin of approximately 10% .
• Guidelines including some numerical examples have been proposed to assist application of thevibration control device in design work.
Given the environmental constraints on bridge piers inrivers, ordinary reinforcement measures such as concrete
jacketing are relatively difficult to apply. By using a vibration control damper however, it is possible to significantly
improve the seismic resistance of the bridge pier by reinforcement the upper part of the structure alone.
Given that structural design methods have not beendevised to integrate the use of vibration control devices
however, incorporating such devices would require numerous complicated dynamic analyses, requiring significant
investment of time and labour.
Consequently, a design drawing has been proposedby which structural damage and design loads for thevibration control device can be estimated, avoiding theneed for detailed dynamic analyses (Fig. 1). The design
drawings can be used to estimate the characteristics ofthe vibration control device required to contain structural
damage to a level that would allow the structure to remain
intact, considering the basic design characteristics of thestructure, such as natural period, yield seismic intensity,
ground conditions and maximum acceleration of seismic
motion.

β=Fixed bearing

β=1
β=1.5
β=1.75
β=2

Mobile bearing

DamperAbutment

Target bridge pier
0.3

Damage reduced to alevel that allows the
structure to remain intact

0.1

0.01

0.5
1.0
1.5
Natural period of structure (sec)

2.0(Example) natural period 1.0 sec structure with β=2.0：
If the damper load is set to 0.3 times the yield load of thestructure, damage to the structure will be contained to alevel which allows the structure to remain intact

Fig.1 Design drawing for vibration control device(L2 earthquake spectrum II/ G3 ground conditions)

Annual Report 2016-2017

Bending moment(kN-m)

Damper load
Yield load of structure

1

Maximum ground surface
acceleration (gal)Yield seismic intensity ofstructure x 980 (gal)In order to verify the accuracy of this design drawing,
the vibration control device was applied to an actual
bridge. The vibration control damper loads required tocontain damage to the bridge to a level that would allow
the structure to remain intact were estimated, and dynamic
analyses were conducted. Results showed that the bridge
pier response (Fig. 2) was 0.90 times the yielding limit.
This demonstrated that the design drawing could be used
to design the vibration damper for an actual structure,and that the margin of error in damage prediction wasapproximately 10%.
Following this, a set of guidelines and examples to help
this method were drawn up bringing together the design
drawing itself, control methods to verify members and thebasic impact of the vibration control reinforcement, and otherdesign related points. Following this, a proposal was madeto disseminate the vibration control device as one of thepossible anti-seismic measured for bridges and/or viaducts.

Large
damage

20000
10000
0
-10000Reinforcement
work is required-20000Without
reinforcement
With damper

0.000

0.005
Curvature(1/m)

0.010

Fig. 2 Verification of the design
drawing through dynamic analyses7

Major Results of Research and Development

5. Bogie designed to prevent flange climb derailment• A bogie designed to improve safety by preventing flange climb derailment was developed combining
a bogie designed to suppress wheel load decrease and steering assistance.
• Based on the derailment quotient used to determine the level of safety against flange climb derailmentin curved section, the newly developed bogie showed a performance improvement of 60% compared
to ordinary bogies.
In track sections such as exit transition curves where
there is significant horizontal plane displacement track
torsion can lead to a decrease in the outer wheel load on
the front axle of a railway vehicle. If a large lateral load is
added at this stage, wheel climb occurs generating a strong
possibility of derailment. Preventing wheel load reduction
and mitigating lateral force are both effective means toprevent this from happening.
Consequently, an “anti-derailment” prototype bogie forused on a conventional line was made adding steering
assistance to a wheel load reduction suppression bogie.
An axle box suspension with a built-in steering actuator
which expands with the curve in the track was added tothe bogie equipped with a rotary device mounted on thebogie frame designed to follow the torsion in the track andthus control wheel load reduction. The additional steering
assistance reduces lateral force (Fig.1). The combined
effect of both devices improves safety against flange climb
derailment.

In order to verify the basic functions of the “anti-derailment” prototype bogie, running tests were conducted on
curved test sections of track outside the facility. Resultsfrom these trials confirmed that the newly development
bogie’s flange climb derailment quotient, which serves asa safety indicator, improved by 60% compared to existing
bogies in curves up to a radius of 160m (Fig. 2).

Side beam
Cross beam

Rotating mechanism

1.0(a) Bogie frame equipped with rotating mechanism
Tandem cylinder
Spring side piston
Main piston
Pre-loaded spring

Piston rod

Steering actuator outline drawing

Average derailment quotient

Rotational
direction

Normal bogie
0.8
0.6
0.4
0.2
0.0

(b) Steering actuator installed on axle box

Bogie for Reducing
Risk of Derailment

30km/h

40km/h

50km/hRunning speed through curve

Fig. 1 Core technology of developed bogie

8

Fig. 2 Positive effect improving derailment quotient(on 160 m radius curve)

Annual Report 2016-2017

Railway Technical Research Institute

6. Method for evaluating running safety in case of punctured air
spring• A method for evaluating vehicle running safety in case of punctured air spring based on wheel lift
was proposed.
• This method will allow railway operators to make a preliminary assessment based on curve parameters,of running safety in the case of a punctured air spring, before driving the train back to its shed, or
engaging in break down assistance, in order to identify sections requiring particular caution.
Damage to equipment or air piping on a railway vehicle
can lead to a punctured air spring. This punctured state
may be created on purpose with a view to prevent verticaltrain set buckling, in case of relief assistance. In thesesituations, the rigidity in vertical vehicle support increases,
while the vehicle’s ability to follow the twist irregularity ofthe track worsens and decrease of wheel load increases.
A method was designed therefore to assess running safety
in these conditions, in accordance with curve parameters.
The graph in Fig 1 shows the case where either wheel
lift is lower than 2 mm or the derailment coefficient is within
the admissible limit (modified arc wheel profile 0.95) basedon the combined analysis of cant and the cant reduction
amplification factor.
When wheel lift is lower than 2 mm, there is only one
point of no contact between the flat part of the wheel flange
and the rail, which means that rail climb has not begun. On
the same graph, in the case of a punctured air spring, even
if the derailment coefficient is exceeded, a buffer zone still
exists before rail climb begins. As such, a proposal was
made to use wheel lift as an indicator to directly determine
the level of safety in case of rail climb.

m
m
m
m
rr 22
e
e
d
d
uunn
iss
fl ftt i
i
i
l
eell
hhee
W
W

95

Cant (mm)105

Example using a
300 m–radius curve

85
75
65
400

nt
me
rail
e
D

Curve 2

t
tien
quo

5
0.9
er
d
n
is u

450
500
550
Rate of decrease in cant600

Fig. 1 Difference in running safety evaluation
using derailment quotient and wheel lift

Annual Report 2016-2017

Curve 1

95

Cant (mm)105

If graphs such as the one in Fig.1 are prepared inadvance for various types of vehicle and conditions,railway operators will be able to assess running safetywith a punctured air spring. Fig. 2 shows an image of the
proposed method where the parameters of curves locatedalong lines to be used for a relief run or empty run back tothe shed, have been plotted, and the wheel lift thresholdvalue of 2 mm can be used to determine running safety.
For curves where the safety level is found to be low,
tests in RTRI test facilities conformed that friction modifiers
or water can be spread or sprayed on the rail head of theinner rail of the exit transition curve in order to mitigate
wheel lift.
Application of this method will make it possible to anticipate sections of track where similar measures should betaken in the case of an air spring puncture, during empty
runs back to the shed or relief runs.

85

Low running safety

75
65
400

High running safety
Example using
a 300 m–radius
curve

450
500
550
Rate of decrease in cant600

Fig. 2 Example of running safety evaluation9

Major Results of Research and Development

7. Wireless communication network for monitoring of freight car
condition• A system using a 920MHz band has been proposed, in response to the need for information about thestatus of each freight car in a consist when train compositions are changed; the system automaticallycomposes the network and sends it to the driver’s cab on the locomotive.
• This system is able to check the state of a freight car’s hand brake in approximately half the timerequired for a visual inspection, and can also be used to monitor freight car conditions.
Before freight train departs from a station, it is necessary
to verify the release status of each freight car’s hand brakefor safety purposes. Today, these checks are carried out
visually, which time is consuming when having to checka whole rake of freight cars. In order to facilitate this verification work from the locomotive or the control centre, a
network of wireless sensors between each freight car could
be built, however, this would require a flexible means ofcommunication which could adapt to train composition
being modified and distinguish between freight cars on
different train compositions. It is also necessary to take into
account possible interference with other wireless networks
and the electromagnetic environment.
A proposal was therefore made for a wireless communications network using a 2.45GHz band for the network
between cars on the same train and a 920 MHz band forcommunication with other cars. A method was developed
to build a network offering the necessary flexibility to allowchanges in train composition (Fig. 1). The method employs
the space beneath the freight cars as the propagation path,then, while the quality of data transmission is verified ateach relay device the network builds automatically andcollects data. Furthermore, each relay device automatically selects the path requiring the minimum number oftransmissions thereby controlling battery consumption by
the network connecting cars on the same train.
A prototype was installed on a locomotive and freightcars. Results of tests revealed that the direct transmission distance is approximately 100m. The test assumed
a consist of 26 freight cars, and results also showed thatit took 6 and half minutes for the network to set itself up
and to collect data.
The new system cuts the visual inspection time needed
to check freight car hand brake status by about half, andfeeds this information back to the driver’s cab. In addition
it is hoped that this method will help prevent failures tovisually identify non-released brakes.
This system can be adapted to general train vehicles,
and can also be used for data transmission between vehicles during operation, offering a means of communication
to collect vehicle data.

Network between host device and relay devices using 920MHz band
Relay device
Host device(data collection device)
Temperature sensor

Handbrake sensor

Network between relay device and sensors for each car (2.45 GHz band)

Fig. 1 Diagram of whole system

Relay device

Locomotive
Host device

Antenna

Perpendicular to track
Fig. 2 Temporary installation of prototype device on freight cars

10

Annual Report 2016-2017

Railway Technical Research Institute

8. Development of a deterrent sound to prevent Deer-Train
Collisions• A deterrent sound including the alarm call of deer has been designed to prevent deer-train collisions.
• Emission of the deterrent sound from a train resulted in a 45% reduction in the frequency deer being
observed.
• A method has been designed to select sections where the deterrent sound should be sounded, using
the collision map created with the GIS.
Growing deer populations and expanding deer habitats
have led to an increase in deer-train collisions. Railway
companies have implemented various countermeasures
for this, for example fences to keep deer out or deer repellents. These measures were effective to some extent,
however they did not ultimately reduce collision numbers
significantly. A deterrent sound was therefore designed asa new solution to add to existing measures, which would
deter deer from being around the track, and an application
to have this sound emitted from trains as a method foravoiding deer-train collisions was proposed.
It is known that deer emit an “alarm call” to signal a
danger to other deer. We confirmed that deer paid attention to the direction from which an alarm call camefrom when we sound alarm call artificially. It is also known
that deer avoid dogs, therefore, the deterrent sound was
designed with the sound of alarm call and a sound of adog howl (Fig.1).
The deterrent sound is based on the premise that thefirst alarm call will alert the deer, while the following howling sound will deter the deer from the track. In order toemit this sound from a train, previous deer-train collisions
were mapped out using a geographical information system(GIS) based on actual collision data (Fig. 2) while taking
into account features such as vegetation and landscape
topography, in order to propose an accompanying method
to select areas where the sound should be emitted.
The deterrent effect of the developed sound was evaluated during peak collision periods, i.e. at night time during
the winter (Fig. 3), where the deterrent sound was emitted
from the front of the train in the pre-selected areas basedon the deer-train collision map. The trials proved successful and reduced the frequency of deer observations by
45% (Fig. 4). By inferring that deer were frightened awayfrom the track because of the deterrent sound emitted byapproaching trains, these trials confirmed the effectivenessof this new measure.

Spring12%
Summer
Winter
13%
41%
Autumn34%

Midnight
to 5 a.m.
2%
6-11 a.m.
13%
6-11 p.m.
12-5 p.m.
58%
36%

-0

Dog howl

Number of the deer observationin every 100km of train operation.

Corresponding signal volume(dBFS)

Fig. 3 Proportion of events by season (3070 events) (left)
and according to time of day (right)

Alarm call

-20
-40
-60
-80

-100

0 2000 4000 6000 8000 10000 12000
Frequency(Hz)Fig. 1 spectra of alarm call and dog
howl used in deterrent soundAnnual Report 2016-2017

Fig. 2 train-deer collision map(the diameter of the ● associates with number of collisions)

15

10

13.6
De
c
by rease
45%

7.5
5

0

No deterrent soundWith deterrent soundFig. 4 Decrease in the number of the deer
observation by virtue of emitting the deterrent
sound

11

Major Results of Research and Development

9. Training material to prevent communication errors• A “Communication error causation model” gathering error factors obtained through incident andaccident analyses was designed.
• Practical training material was prepared to respond to railway operation related communication errors.
Communication errors that fail to communicate instructions and notifications correctly, hamper safe train
operations and supply of appropriate passenger information. Consequently, using data from railway operation
related accidents (1706 items) and near misses (97 items)
23 root causes were identified, and a “Communication
error causation model” was created. The model shows therelationship between the causes; for example, the cause
for insufficient verification was shown to be “uncertainty
about what needs to be checked”.
The model revealed, for example, that the main cause
for inefficiency of “talkback ” and “confirmation talk”
procedures was “uncertainty about what exactly needs
to be checked”, and that the remedy for this kind of

Listening andobservation of
conversation between
the operator and theperson giving
instructions

communication error was to improve the ability to detect“vague expressions or words”. The model also showedthat prior learning was required to ensure that “talkback”
and “conformation talk” procedures did not become
meaningless.
Training material consisting of two steps was drafted.
The first step allows the trainee to learn about “vague
expressions or words” (Fig. 1) and, the second allows themto understand how to perform “talkback” and “conformationtalk” procedures (Fig. 2).
The effectiveness of the training material was confirmed
through a trial of 92 test subjects, which resulted in reducing communication errors by half (Fig. 3).

Person giving
Operator
instructions
The
subject
is
ExampleExample Uninstructed work is
missing in the
being carried out
12
sentenceA
non-standard
Example term is used for Example “a roundish thing” istoo vague to understand3
4
a partLearning screen

11Communication error occurs
because of vague expressions
and ambiguous terms

2

2

The learner picks
out the vague
expressions fromthe learning
screen and writes
them down on
the sheet

Fig. 1 Learning about vague expressions and words

What is a “confirmation talk ”?
A “confirmation talk ” is a conversation
between two people where bothparticipants mutually verify that what
is being said is correctly understood5

Learning how to apply the procedure inpractice through videos

Example of “confirmation talk” whenwork instructions are being given
Person giving instructions:“Please place the block facedown on its largest surface”

Key points:
Is there any ambiguity in the words
or expressions being used?
In case of ambiguity, rephrase
the question
Keep asking until convinced thatthe message is clear

Rephrase
the question

Operator:“face down on its largest
surface means the biggest
face down on the table,
is that correct?”Fig. 2 Learning about cross-check procedures

12

Communication error countLearning about the purpose and methodof talk- back /confirmation talk

4
3
2
1
0

Without training With training

Fig. 3 50% reduction in communication errors

Annual Report 2016-2017

COST REDUCTION

Railway Technical Research Institute

10. Design method for concrete filled tube members with rectangular section• A method was proposed to estimate the flexural capacity and deformation performance of rectangular
CFT members.
• The cross section of rectangular CFT members can be made up to 30% smaller than other existing
members.
• Improving the connectivity of these members to building columns in station buildings etc. can reduce
construction costs for connection work by 10%.

Architectural structure

Infilled concrete

CFT columns

1000
500
0
-500

Experimental results
Calculated value(proposed)-1000-60 -40 -20
020 40 60
Horizontal displacement (mm)Fig. 2 Comparison of experimental values and thoseestimated using the proposed method

Steel
tube

Civil engineering
structure

Rectangular
CFT members

Fig.1 Example of rectangular CFT columns being used on a
station building

Annual Report 2016-2017

members can be adapted for used on actual structures.
The proposed estimation method was used to produce anormal CFT column following the trial design. The resultof this trial showed that the rectangular CFT column had asimilar section size to that of the circular CFT column, however the cross-section size would be approximately 30%
smaller than using reinforced concrete columns (Fig.3).
The present method can be used to design CFT members with the same dimensions as building columns, as
early as from the design stage for station buildings. This
would mean greater connectivity of these members andallow cost savings for connections of about 10%. These
results were taken into account to draft in an inspection
handbook and develop analysis tools.

Horizontal load (kN)Concrete Filled Tube (CFT) members, as the namesuggests have a relatively simple structure and are madeof steel tubes filled with concrete. In addition, even small
cross sections have good flexural capacity, and are easy
to use in construction. There are already establisheddesign standards for circular cross-section CFT members
which are already employed extensively in structures,
however there are no set standards yet for rectangular
CFT members.
Rectangular CFT members are in demand however toimprove connectivity with beams, and building columns
used in station buildings (Fig. 1).
Loading tests were conducted on a test model, andthe results were used to propose a method for estimating
deformation performance, flexural capacity and for setting damage levels, based on the principles required for adesign standard (Fig. 2). Based on this, rectangular CFT

B=1000mm
B=770mm

D=800mm

D16(SD345)

t=14mm

t=14mmD32(SD390)

Rectangular CFT

Circular CFT

Reinforced concreteFig. 3 Comparison of cross-section13

Major Results of Research and Development

11. Tunnel lining crack detection method using deep learningor multi-layer neural network• A method for detecting cracks in tunnel linings has been developed using multi-layer neural networks
offering over 90% successful detection.
• The method’s discernment capability is close to that of a human being, allowing automatic generationof maps showing damage progression.
Existing image processing programs to detect structural damage such as cracks required the fine-tuning of
numerous parameters and experience-based expertise.
Furthermore, with existing systems any change in picture
being processed requires time-consuming readjustmentof parameters. Another drawback with current image
processing is the difficulty in removing any similar looking features, or noise, from the image, such as cables ormasonry joints.
A method introducing a ‘learning’ based image analysis
technology has been developed therefore, to distinguishcracks from images applying a deep learning process(multi-layer neural network). Two classifiers were createdafter learning from a large volume of pictures in two groups- either “presence of a crack” or “absence of a crack”.
When these classifiers or sorters were presented with a
new picture, they recognised the presence or absence of acrack with over 90% successful detection (Fig. 1, Fig. 2).
A hybrid detection method was proposed using a colorcoded pixelated picture to show the position of probablecracks and which is then analysed focusing on location anddirection of the crack. Fig. 3 shows that the level of crack
detection using this method is close to that of a humanbeing, making it possible to generate an automatic maps
showing damage progression.
This method could be used for other purposes such asdetection of leaking water, etc. therefore the next step is
to make this system commercially available.

Detected cracks
Cable
Lining reinforcement
material

Fig. 1 Mapping of likely cracks (the redder the pixels, thegreater the likelihood of a crack)

Fig. 2 Image analysis detects only the cracks in the lining
reinforcement material

Crack(a) Existing map of damage
progression(b) Cracks detected using
the new method

Fig. 3 Comparison with man-made crack damage map

14

Annual Report 2016-2017

Railway Technical Research Institute

12. Methods to detect and predict rapid localized deteriorationof track irregularity• An effective method has been developed to correct the position of track irregularity waveforms withan accuracy of ±25cm along the railway track, by comparing frequently measured track irregularity
waveforms• By computing the difference between the corrected waveforms, rapid deterioration of local trackirregularity can be detected. After this, a method to predict changes of ±1mm, up to fifteen days ahead,
was developed.
The collapse or failure of structures beneath a track
can lead to roadbed caving or tamping insufficiency during
track maintenance, which in turn can cause rapidly deteriorating track irregularity requiring immediate attention (Fig.
1). In order to detect the signs of rapid deterioration, RTRI
developed a small, lightweight track inspection device thatis mounted on commercial vehicles for high-frequency
track condition monitoring. However, the waveforms collected on a daily basis vary in position along the railway
track by a few meters. Therefore, although differences inwaveforms measured on different days can be compared,
it is very difficult to automatically identify which locations
are suffering from rapidly deteriorating irregularity (Fig. 2).
A method was therefore developed using characteristics of high-frequency track monitoring data to allow
automatic detection of rapidly deteriorating track irregularity by position correction: while shifting the waveform
phases the phase with the largest correlation coefficient
between waveforms was found, making it possible to② Localized track settlement

reduce positional shift to within ±25cm along the railway
track. By computing the difference between the corrected
waveforms, a method was developed to automaticallyextract locations with rapidly deteriorating track irregularity
using discrepancies in measured waveforms from different
measurement days (Fig. 3).
Next, a method was devised to predict future trackirregularity in locations where rapidly deteriorating trackirregularity was detected: after each new measurement
Bayesian inference is applied to consecutively update
predicted track irregularity. The accuracy of the method
makes it possible to predict gaps of ±1mm up to fifteendays ahead. This allows for example, early detection oflocations subject to rapidly deteriorating track irregularity, facilitating the planning of appropriate maintenancework (Fig. 4). This newly developed position correction
method was also integrated as a new function in the track
maintenance and management system ‘LABOCS’.
Measurement① Measurement②

Longitudinal level irregularity

10m

No shift in position
Difference in（②-①）
longitudinal levelirregularity

BallastOld object buried beneath track(transverse drain, etc.)

Track bed

① Track bed outflow
causing damage

Fig.1 Example of localized rapid deterioration of trackirregularity

5 mm / 7 days

Measurement②

Approximate 6 m shift in position 10m※Shift in position makes it impossible to calculate any significant deterioration

Longitudinal levelirregularity (mm)Measurement①

Annual Report 2016-2017

Maintenance Maintenance
work
work

0
-5
-10
-15

Fig. 2 Example of position correction under previous
method10m

Fig. 3 Cross correlation method used to correct positionand extract locations subject to rapidly deterioration of trackirregularity
5

Longitudinal level irregularity※Automatic extraction of amount of deteriorationand locations subject to rapid deterioration of
track irregularity

0

30

60
90
Time (days)

120

150

Fig. 4 Example of consecutive update of prediction using
Bayes Inference15

Major Results of Research and Development

13. Development of new solid-bed track with resilient sleepers
using shear-key to achieve efficient construction work
• Compared to previous structure configuration, this track structure can reduce construction work costs
on concrete track beds by 60%.
• By optimizing the configuration of the structure, construction work is 1.7 times faster.
Solid-bed track with resilient sleepers (STR) is one ofballastless track in which the sleeper with under sleeper
pads is supported directly by the concrete trackbed. STR
not only reduces maintenance work, it also contributes
to reducing structure borne noise and ground vibrations,and improves the surrounding environment. STR has already been widely constructed in urban areas, mainly on
viaducts. However, there have been demands to increase
construction speed and reduce costs.
For that purpose, in the new S-type STR, by introducing
protrusions (shear-key) were added on each side of thesleepers to resist lateral loads, and the concrete trackbed
was narrowed, cutting building costs (Fig.1). Installationof the concrete form work in this new STR is also easier,Previous track structure (D-type STR)

and use of short fiber reinforced concrete, removes theneed for reinforcement bars. Full scale loading tests andnon-linear FEM analyses were carried out to validate thisstructural design, and results confirmed that the proposed
new track structure had sufficient performance to support
train loads (Fig.2).
S-type STR was applied in practice by a railway
company (Fig. 3) confirming that compared to existing
STR(D-type), the concrete trackbed for S-type STR could
be built at 60% lower cost, thereby reducing the overall
track construction costs by 20%.
In addition, the narrowed concrete trackbed can be laid
1.7 times faster, reducing construction time.

Newly developed structure (S-type STR)

Shear-key

Lateral load is transferredwith the protrusions (Shear-keys)
on each side of the sleeper

Lateral load is transferredwith each sleeper end

Resistance

Lateral load
ResistanceResistanceReinforcement bar
for connection
with viaduct・Positioning of concrete formwork is time consuming
because the accurate adjustment to secure thecovering depth of concrete is necessary

・The concrete formwork is adjusted by pressing to
the sleeper ⇒ improved form workability

・Reinforced concrete trackbed⇒ need to position reinforcement bars

・Application of short fiber reinforced concrete⇒ no need for reinforcement bars

Narrowed concrete
trackbed

Fig. 1 Structure configuration of STR

Lateral load (kN)120
Maximum lateral load
107 kN

90
60

Design load on performance verification(destruction)

30
Maximum load measured on commercial line

0

0

1

2

3

4

5

Lateral displacement (mm)Fig.2 Relationship between load to lateral displacement
on lateral loading test

16

Fig. 3 S-type STR construction site

Annual Report 2016-2017

Railway Technical Research Institute

14. Profiling (through grinding) of aging rails based on X-ray
diffraction analyses• Using X-ray diffraction analyses, it was confirmed that the influence of rolling contact fatigue on a rail
had reached a depth of approximately 1.1mm.
• Before grinding ageing rails to 0.1 mm after every 50 million tonnes in passing traffic, a proposal was
made to first grind rails to a depth of 0.3mm, and grind them again to a depth of 0.3mm after the next
50 million tonnes in passing traffic.

X-ray crystallite size (nm)grind aging rails twice, based on the premise that it would
be possible to minimise the residual influence of RCF on
an aging rail if the first profiling to a depth of 0.3 mm wasfollowed by a re-profiling to the same depth before the next
50 million gross tonnes of passing traffic.
By shifting to the currently used re-profiling after thisrail grinding, it is expected that RCF on ageing rails canbe reduced to the level found in new rails from when they
are laid to being re-profiled using the present method.
A separate study will have to be made to analyse thisprinciple when applied to curved sections.
of degree of RCF
Area① Formation
deterioration: very high0.0

Depth from rail surface(mm)In order to avoid damage from rolling contact fatigue(RCF), rails are re-profiled (at present new rails are generally ground 0.1 mm before reaching 50 million gross tonnesof passing traffic). In order to find the optimal re-profilinginterval and depth, it is first necessary to quantitatively determine the area affected by the RCF layer. As such, X-ray
diffraction analysis was used to quantitatively assess therail in depth from the surface (to obtain dislocation density
and X-ray crystallite size which are two indices showing
the degree of RCF), and two-cylinder test specimens anda rail RCF layer were evaluated.
After establishing the relationship between micro-cracks
in the rail caused by RCF and the evaluation indicesobtained through X-ray diffraction analysis, it was foundthat the threshold for micro-cracks to appear was when
dislocation density reached or exceeded 1015/m2(Fig.1)..
Based on this result, analysis of an aging rail (straightsection, no profiling, 450 million gross tonnes of traffic)
showed that the influence of RCF reached a depth of approximately 1.1mm (Fig. 2), and it was confirmed that therail surface had reached a condition where micro-cracks
were about to appear (Fig. 3). The aging rail was thenprofiled to a greater depth (grinding to a depth of 0.3 mm),and it took a further 50 million gross tonnes of passing traffic for the rail to reach the stage where micro-cracks wereabout to appear, which demonstrated that the currently
used profiling interval was appropriate (Fig. 3).
Considering the depth of RCF influence on a new rail
after 50 million gross tonnes of passing traffic (depth ofapproximately 0.35mm (Fig. 2)), a proposal was made to

0.2

Area②
Change in two evaluation indicators,
Degree of RCF deterioration: high

0.4
0.6

Proposed re-profilingprocedure:

0.8

Area③

change in X-ray

perform re-profiling
crystallite size alone
in two stages down Degree of RCF deterioration: small
to area ② where(almost no different
there is significant
from original state)
RCF formation

1.0
1.2

New rail + 50 million gross tonnes
Aged rail (no re-profiling)
Aged rail + 0.3 mm re-profiling + 50 million tonnes

1.4
120

100

small

80

60

40

X-ray crystallite size (nm)Influence of RCF

Threshold for micro-crack
occurrence
Dislocation density equal toor exceeding 1015/m2

40N(ba o ose ccud r
20 inspe on renc
cti visu e
on al
)
0

1015
Dislocation density (1/m2)

high

Excess of thresholdat the passage of 30
million gross tonnes

No re-profiling
Aged rail
Passage of 30 million gross tonnes after(450 million 0.1 mm re-profilinggross tonnes)
Passage of 50 million gross tonnes after
0.3 mm re-profiling

Occurrence

1014
1016

Fig. 1 Evaluation indicators and micro-crack occurrence(two-cylinder test conditions)

Annual Report 2016-2017

0Fig. 2 Proposed profiling procedure for aging rails

New rail Passage of 50 million gross tonnes

60

20

Small

Dislocation density (1/m2)

Influence of RCF

1015

High

Fig. 3 Profiling depth and rolling fatigue of aged rail

17

Major Results of Research and Development

15. Improving OCL connector fatigue resistance• An OCL connector diagnosis diagram representing fatigue resistance and a set of anti-fatigue design
guidelines were proposed.
• A prototype connector was built with a fatigue life in excess of 10 million applications of stress fromresonance and relative displacement between contact wires and messenger wires.

Displacement (mm)Connectors that form an electrical link between contact
wires and messenger wires are subject to fatigue damage
from the vibrations caused by passing pantographs and so
far, no effective solution has been proposed to tackle thisproblem. As such a set of anti-fatigue design guidelines,
and a prototype connector based on these recommendations, were developed.
The main source of fatigue damage on connectors
is the relative displacement between contact wires andmessenger wires (Fig.1). Furthermore, the damage isparticularly stark when resonance occurs between theconnectors. Analyses of OCL vibrations on conventionallines, found that the maximum relative displacement was
40 mm, whilst the frequency of precursory and residual
vibrations was situated in the 0.8-8.0Hz range. These
results were taken as the new criteria for fatigue evaluation.
The natural frequency of the connectors and the

Passage of pantograph
Relative displacement

Precursor
vibration

fatigue life corresponding to the relative displacement of
40 mm were obtained using finite element analysis, which
in turn was applied to determine fatigue resistance (Fig.
2). The proposed anti-fatigue design guidelines recommended a fatigue life in excess of 10 million applicationsof stress for a relative displacement of 40 mm, and thenatural frequency of the connector equalled or exceeded
8.0 Hz, which is above the precursor and residual vibration
frequency range.
The prototype connector shown in Fig. 3 was designed
using FEM analysis. Confirmation was obtained that thefatigue life corresponding to the given relative displacement 40 mm and resonance was equal to or over 10 million
applications of stress. During a six-month trial using theprototype connector on a conventional line there were nocases of ruptured lead wires and it was confirmed that
there was no increase in wear on the contact wire.

Contact wire
Messenger
wire

Residual vibration

20mm
5 seconds

Messenger wire

Time (s)Fig. 1 Overhead contact line vibration waveform

Fatigue life in case of relative
displacement of 40mm (times)

Dropper
108

Residual
vibration

Clip

Precursor
vibration

40mm

107
10

Lead wire

6

J-Type Existing product
S-Type Existing product
C-Type Existing productPrototype connector

105
10

4

0

2

4
6
Frequency (Hz)8

10

Fig. 2 Connector fatigue evaluation diagram

18

Contact wire
FEM analysis

Prototype productFig. 3 Connector with fatigue resistance

Annual Report 2016-2017

Railway Technical Research Institute

16. Proposal for light weight high-rigidity car body structure• An algorithm has been developed to derive body structures through analysis that are both highly rigid
and light weight.
• A proposal was made for press-molded body structures that have a 17% smaller mass and 12% greater
bending rigidity than existing car body structures.
The press-molded parts were then joined to the outsideplate to form the car body (Fig. 3). A FEM analysis confirmed that the resulting body structure that was 17% lighter
while the higher rigidity of each component increased theoverall body structure’s bending rigidity by 12% (Fig. 4).
Existing car body construction methods are also basedon assembly of different parts, however, with this new approach, everything is press-molding reducing the numberof components and therefore significantly reducing theoverall cost of the final structure.
This structure optimization method can be used not only
as a tool to design body structures that are more energy
efficient and conducive to future higher running speeds,
it can also be applied to improve ride comfort because ofhigher rigidity.

mm30

Bending
reduction

Initial shape

Proposed shape

150［Change in surface profile in normal direction］

There are demands today to make railway vehicles not
only lighter and more rigid, but also lower cost. Current
body structures are mainly built with stainless steel frames
and sheets, however, this construction method limits the
chances of satisfying the demands just mentioned. As
such, the present research adopted press-molding car
bodies and developed a structural optimization algorithm
to design the press-molded body structures to obtain alighter more rigid body structure.
First, the stress distribution for a whole single car bodywas evaluated using FEM analysis, to form the optimal
structure base. The result was used as a load condition,and based on the premise that they would be press molded
the optimal structure for each part of the car body was
found (side windows, doors, roof, etc.), deriving a designthat would be lighter and more rigid than current car bodies (Fig. 1, Fig. 2). The derived structures retained a set
strength with the surface irregularity obtained analytically.

Fig. 2 Press-molded body structure

Fig. 1 Changed shape with new proposed method

Outside plate

Press-molded parts(enlarged image of surface irregularity)

Low stressFig. 3 New structure with press-molded parts

Annual Report 2016-2017

High stressFig. 4 Distribution of equivalent stressin new body structure19

Major Results of Research and Development

17. Reduction in manufacturing cost of C/C composite pantograph contact strips and clarification of their wear limit• 20% reduction in manufacturing cost of C/C composite contact strip through halving of carbon fiber
content and modifying manufacturing process.
• Clarification of the wear limit for the C/C composite contact strips considering the bolt-fastening force
and strength of worn contact strips.
• 50% reduction in usage cost of the C/C composite contact strip through the above two developments.
C/C (carbon fiber reinforced carbon) composite
pantograph contact strips have self-lubricating property, resistance to heat, high strength and toughness. Meanwhile,
since they contain a large percentage of costly carbon
fiber, they are more expensive than conventional carbon
contact strips. Consequently, railway operators have been
demanding solutions to reduce the usage cost, i.e. priceper usable thickness of the C/C composite contact strips.
To meet these demands, RTRI has developed a C/C
contact strip which is 20% cheaper to produce by halving the content of the carbon fiber and by simplifying the
manufacturing process with a “Preformed Yarn” techniqueto form a C/C substrate. Material test results confirm thatthe developed lower-cost C/C contact strips satisfy all thenecessary criteria, such as flexural strength. The lowercost C/C contact strip showed almost same level of wear
resistance as existing strips in wear tests on an actual
pantograph (Fig. 1).

Although the wear limit (minimum allowable thickness
for use) for C/C contact strips is also an important factor
affecting the usage cost, it has not been clarified so far.
Bolt-fastening force and strength of worn contact strips
were taken into consideration to determine the wear limit.
Axial bolt force measurements with worn C/C contact strips
were conducted to verify changes in bolt-fastening force
due to wear. Bending tests with worn C/C contact strips
on a pantograph head were also performed to determine
the minimum allowable thickness from the view point of
durability. The results clarified that the wear limit for the
C/C contact strips should be more than 6mm at the boltfastening position, and 4 mm elsewhere on the strip.
The combined reduction in manufacturing costs andwear limit clarification made it possible to cut usage costof these strip by 50%, matching the cost of conventional
carbon contact strips (Fig. 2).

Price per usable thickness

2.5

Wear volume(cm3)

6
5
4
3
2
1
0

Conventional
carbon contact
strip

Existing C/C

Newly
developed C/C

Test conditions (100 km/h, 250 A, 2 hours)

Fig. 1 Comparison of wear volume

20

2

Approximately
50% reduction

1.5
1
0.5
0

Conventional carbon
Existing C/C
contact strip(conventional wear limit)(usable thickness 10 mm) (usable thickness 8 mm)

Newly developed C/C(proposed wear limit)(usable thickness 12 mm)

Fig. 2 Comparison of usage cost(price per usable thickness)

Annual Report 2016-2017

Railway Technical Research Institute

18. Method for evaluating serviceable life and deterioration ofelectronic interlocking equipment• A method has been developed to determine the serviceable life of electronic interlocking equipment
based on their working environment.
• A case study was used to determine the most critical electrical components in the device, and thenage-related changes most likely to pose a risk of damage were identified.

Area C
Estimated area basedon failure distribution

Test time③

The red line shows
age related change
for the cumulative
failure rate

Setting of failure distribution
parameters which will
determine the safety side
Test time × acceleration coefficient

Use time (logarithm)【Estimation procedure】① ● is placed in accordance with results of the reliability compliance test (test time, number of samples)(area A)②The accelerated ageing model is used to expand the area from the test conditions to actual operating conditions ▲(area B)③The area below the cumulative failure rate is estimated using the failure distribution parameters (area C)

Fig. 2 Method for estimating cumulative failure rate
(STEP 4)

Annual Report 2016-2017

Percentage increasein failure rate

10

Based on standard 20-year
period, percentage increasein failure rate over a periodof 30 years

3.2 times

5

Cumulative numberof failures

Number of failuresin 5 years

0

45-50

②

①

Example of selected device used in 50 stations

40-45

Area A+B+C:
no failure

Area B

Area A15

35-40

Area verified in reliability compliance test (A+B)

30-35

Cumulative failure rate [%] (logarithm)

Fig. 1 Stages in the life span evaluation

25-30

of age related changes forming
STEP 5：Calculation
risk of failure

20-25

Estimation of cumulative failure rate using

STEP 4：accelerated ageing model

15-20

an understanding of the specifications of
STEP 3：Gaining
the electronic components and sources of stress

10-15

Identifying the electronic components impacting

STEP 2：the main functions of the device

5-10

Gaining an understanding of the environment

STEP 1：in which the device is being usedaccount the invironment in which they are used. The acceleration coefficients obtained through this calculation
were then used to develop a serviceable life evaluation
method for the whole device.
The serviceable life evaluation method is composedof five stages (Fig.1) to predict the increase in failure rateover time (the ‘wear-out failure period’ found in reliability
studies). Once the most critical component has been
identified, the serviceable life of the overall device can beobtained. The most important development was a method
to estimate the cumulative failure rate (Fig. 2) based on thereliability compliance test results for each part (accelerated
ageing tests conducted by the component supplier), since
this makes it possible to omit additional accelerated ageing
tests for safety side evaluations. Trials on an electricalinterlocking equipment in a small station confirmed that thismethod was able to identify age related changes posing
a risk of failure (number of failures and increase in failurerate), and to determine which electric component would
fail first (one failure in approximately 29 years for a device
used in 50 stations) (Fig.3).
Following this, a calculation tool was devised to facilitate
renewal planning for electrical interlocking equipment.
Number of failures per 5-year period /cumulative number of failures [number of events]
Percentage increase in failure rate(based on standard 20-year period) [multiplying factor]

Over the past years, a growing number of electronic
devices have been used in railway signalling equipment.
While there are many factors that make it difficult tounderstand clearly how electronic devices deteriorate,
the problem is particularly acute in the case of electronicinterlocking equipment where renewal is not only costly
but also time consuming, and therefore there is interest
in finding a way to evaluate the optimal time for when thistype of equipment needs to be replaced.
As such, an accelerated parts ageing model wasdeveloped for each of the electronic components
in an electric interlocking equipment, taking into

Passing years (in 5-year intervals) [years]※Temperature controlled room(constant 25℃)+ calculations based onassumption that electricity supply is continuous throughout the day

Fig. 3 Example of calculated failure risk
(STEP 5)21

Major Results of Research and Development

HARMONY WITH THE ENVIRONMENT
19. Harmonics analysis modelling and harmonics suppression
method for AC feeding systems• While taking into account the effect of resonance on PWM controlled vehicles, a method was devised
to calculate harmonic resonance frequencies and conditions producing resonance.
• The correlation between effective suppression and location of the harmonics resonance suppressor
was also clarified.

On AC feeding systems voltage or current harmonicresonance occurs within particular frequency ranges.
Measures have been put in place to prevent current harmonic resonance in lower frequency ranges up to several
hundred Hz in order to prevent inductive interference with
communications lines. However, with the introductionof pulse width modulation (PWM) controlled vehicles,
resonance is occurring in the frequency ranges of several
thousand Hz, which is emerging as a new source of influence in the electromagnetic environment.
A new harmonics analysis model has therefore been
proposed to evaluate the harmonics produced by PWM
controlled vehicles (Fig. 1). Results from on-site tests toverify the applicability of this new analysis model confirmedthat the resonance frequency value obtained through themodel corresponded to the measured frequency to within
a 4% margin of error. Based on the new model, theconditions giving rise to harmonic resonance in a feeding

system, such as the position of the vehicle in the feeding
system, and the distance between feeder sections, were
evaluated quantitatively. Results also provided quantitative
clarification of where resonance would occur in the caseof large distances (several tens of kilometres) between
feeder sections, in several frequency ranges (Fig. 2). The
insight gained from this work can be applied to establish
resonance control measures on new rolling stock whenintroduced into service.
In addition, this method confirmed that the harmonics
resonance suppressor currently used and located at theextremities of feeding systems would be just as effectivefor voltage harmonic resonance – with the exception of a
few areas where resonance occurs – placed anywhere on
the feeding system (Table 1).
※ L: inductance component
Current
sourceInductance ofthe feeding
circuit

L

I

Stray capacitanceof the feeding circuit(a) existing theory

Presence or absence of harmonic resonanceInductanceof theInductance offeeding the on-board
transformer transformer

0（Red line: increment in harmonics）

LV(b) New analysis model (PWM controlled vehicles)

Fig. 2 Conditions leading to harmonic resonance
30

en )
we km
et ns (
10
b
e io
nc ct
0
ta se
12,000 Dis der
e
fe
20

3,000

6,000
Reso
nance
9,000
frequ
ency
(Hz)

Fig. 1 New harmonic resonance analysis model considering
PWM controlled vehicles

22

L

Voltage source

Position of the suppressor Low frequency range
Extremity of circuit

Effective

Middle of circuit

Effective

Transformer side of circuit

Effective

High frequency range
Effective
Invalid (area whereresonance appears in particular)
Effective

Table 1 Effectiveness of harmonics resonance suppressor
depending on position

Annual Report 2016-2017

Railway Technical Research Institute

20. Development of method for measuring and evaluating
low-frequency aerodynamic noise and clarification of noise
sources• A method has been developed to measure and evaluate the low frequency aerodynamic noise
generated when a train runs at high speed.
• The source of the low frequency aerodynamic noise was identified as being from the lower part ofthe vehicle housing the bogie.
• The method could be used to verify the effect of noise mitigating measures through running tests.
In an effort to maintain the trackside environment
whilst at the same time gradually increasing the speedof Shinkansen trains, one key task is to contain pressure
fluctuations in open sections. Pressure fluctuation is the
combination of the aerodynamic effect produced by the
middle part of a train (low frequency aerodynamic noise)and structure-borne sound. Until now however there wasno clear method to measure and evaluate low frequency
aerodynamic noise, and the source of the noise was also
not known. Consequently, a method was devised to selectappropriate on-site test conditions in order to measure andevaluate low frequency aerodynamic noise using a linear
microphone array based on a noise source separation.
A test site on an open, flat track section without noisebarriers was used to verify the new method. Results ofmeasurements on more than 16 trains demonstrated that
it was possible to pick up separate sound sources withan accuracy of ±1dB, and that spatial identification was
also more accurate. These tests also helped identify thesource of low frequency aerodynamic noise as being in
the vicinity of the bogie (Fig. 1).

Further work was carried out to develop a method for
conducting tests using a train model launched at highspeed to reproduce aerodynamic noise emitted fromaround the bogie in laboratory conditions. The measurement and evaluation method developed for on-site tests
was adapted for the laboratory trial, clarifying that the low
frequency aerodynamic noise as observed in on-site tests
emanated from the cavity beneath the carbody containing
the bogies (Fig. 2).
The successful results obtained in laboratory conditions mean that concrete low frequency aerodynamic
noise mitigation measures can be tested with the model.
Selected measures can then be verified in on-site tests andevaluated for effectiveness when applied to actual trains.

Bogie cavity

Corresponding soundpressure level [dB]

Number of trains measured: 64

Linear microphone array

5dB

-50

⑩ ⑨ ⑧ ⑦ ⑥ ⑤ ④ ③ ② ①

050
100 150 200
Train position [m]

250

300

Fig. 1 Measurement and evaluation of low frequency
aerodynamic noise emanating from a train(16 Hz on-site test)

Annual Report 2016-2017

Corresponding soundpressure level [dB]Linear microphone array

-1

5dB

Head oftrain

1/70 scale model

Rear of train
Presence of cavity

Smoothing

0

1

2

3

Distance from head of train [m](model scale)Fig. 2 Aerodynamic noise emanating from the bogie cavity(16 Hz model tests)23

Major Results of Research and Development

IMPROVEMENT OF CONVENIENCE
21. Passenger crowd density and walking speed instations• A method was developed to measure, in detail, passenger crowd density and walking speeds in stations.
• It was discovered that actual passenger walking speeds in a station were slower than the pace foundwith previous estimation methods.
• Based on walking speed data collected in a variety of different conditions, the newly devised estimation
method can be used for current station design.

Measurement of density

Direction of walking

Distance
to objectin front

Pedestrian
Pedestrian

Pedestrian180-degree
measurement sensor

60mm

190mm

Camera fortaking images ofwalking feet

Measurement subject

Measurement of walking speed

180-degree
measurement
sensorResults from measurements made in station
2

Resulting measurements(2016 measurements)

1.5

Previously obtained
estimations(1975 measurements)

1
0.5
0

Synchronization

Wearable device
Fixed
belt

Density is calculated
from the area
occupied by themeasurement subject

Tracing of images of foot coming into contact with the ground

1

2
3
4
5
Crowd density(Number of people/m2)

2

Resulting measurements(2016 measurements)

1.5

Previously obtained
estimations(1975 measurements)

1
0.5
0

Number of images = walking time, Sum of distances between images = walking distance0

Flat route
Walking speed (m/s)

Measurement
scope(Fig. 1). This new method relies on the analysis of the subject’s walking movements at foot level, to calculate speed,
whilst a small wearable device is used to measure thedistance between the subject and surrounding pedestrians
in order to calculate crowd density. This not only removes
the need to find a camera location, but also means thatmeasurements can be taken anywhere the subject canwalk, allowing the collection of quantitative data.
Results from experiments in a station showed thatthe actual walking speed of people in the station tended
to be slower than the walking pace estimated 40 years
previously.
The various conditions associated with walking speed
characteristics obtained through this method can be used
for station design.

Walking speed (m/s)

In order to improve the practical convenience and user
friendliness of stations, it is important to identify congestion spots and introduce appropriate measures to avoid
this congestion. To this end, passenger flow simulation
methods that are increasingly becoming the standard
tool for identifying congestion spots require models torepresent movement, such as passenger walking speed.
With regards to measuring walking speed, although there
are methods for analysing images of crowd flows taken
by high-angle video cameras, because of restrictions on
where cameras can be installed and given that there is no
standard method for analysing video images, data is not
systematically organised.
As such, a new direct measurement method wasdeveloped where crowd density and walking speed aremeasured by a walking subject located among the crowd

0

1

2

3

4

Crowd density
Stairs(going down) (Number of people/m2)

5Fig. 1 Method for measuring walking speed and passenger crowd density

24

Annual Report 2016-2017

Railway Technical Research Institute

22. Wheel slip suppressing control method using
difference in current from the traction motors• A method for early detection and control of wheel slipping has been developed, based on the detectionof difference in current from the traction motor.
• The results of water sprinkling tests confirmed that the average rotational speed could be increasedby over 5%.
• The developed re-adhesion control method was adapted for use on commuter trains.
Ordinarily, wheel slips are detected using rotational acceleration and difference speed (slipping speed) from thetraction motors. Many trains operate using a main traction
circuit system where a single invertor will drive multiple
traction motors. In the present case, for the main traction
circuit control system which drives two traction motors
without speed sensors within a bogie, tests on an actual
vehicle confirmed that wheel slips could be detected earlier
in either of the axles by focusing on difference in maintraction current rather than rotational acceleration (Fig.1).
In conditions prone to wheel slipping, such as rain, thefront axle in the direction of travel frequently begins slipping
before the rear axle due to axle-weight transfer, and a large
difference in current occurs before slipping is detected
through rotational acceleration (the largest difference in thevehicle used for the present test was around 50A), which
Current difference detection Acceleration detection(existing method)

2[km/h]（Torque reduction begins）

Speed (front axle)

Speed (rear axle)

Starting
acceleration

Sign of wheel slip,
ease of detection throughcurrent detection

0
20A

Current
difference

50A
5km/h/s

Rotational acceleration

1.0s

demonstrated a strong likelihood that this could be used asa sign of wheel slipping. Based on this result, a method wasdeveloped to suppress wheel slip using current difference
wheel slip early-detection and reducing main traction motor
torque reduction only by a small amount (approximately
half the amount required when slip detection is achieved
through rotational acceleration) (Fig. 2). Notwithstanding,when wheel slip occurs simultaneously on both wheelsets,
the re-adhesion control method previously developed foracceleration detection was applied.
In order to verify the validity of the newly developed
method, sprinkling tests were carried out using a suburban
train, the average acceleration during slips increased byapproximately 5%, whereas the frequency of wheel slip
detected through acceleration was cut by approximately
50% (Fig. 3). This new control method which identifies
current difference allows main traction motor torque control
even when a vehicle is not equipped with a speed sensor(speed sensor-less), and has consequently been employedon new commuter rolling stock.

Time

Fig. 1 Change in current when wheel slip occurs (existing)[%]140

Slip detection
Axle speed

Acceleration
detection
Current difference
detection

Train speed

120
100
80

Main traction
motor torque60

Current difference
detection

40

Relative decrease in current when front axle slip occurs(Approximately half the drop that occurs in the caseof acceleration detection)

Fig. 2Main traction motor torque control based on current
difference detection

Annual Report 2016-2017

5%
ver
o
f
o
se
rea
Inc

Existing
Current difference detection(together with acceleration detection)

Drop ofapproximately
50%

20
0

Fig. 3

Average acceleration

Number of acceleration detections

Increase in acceleration and drop in frequency ofdetections

25

Major Results of Research and Development

23. Method for predicting train delay and train occupancy
rate with a lead time of several tens of minutes• A prediction method for train delay and occupancy rate with a lead time to several tens of minutes
has been developed based on neural network.
• Results from verification tests on an actual commuter line demonstrated that train delay can bepredicted generally to within 30 seconds.
When train delays occur, train dispatchers predictchanges in train delay and occupancy rates with a lead timeof several tens of minutes, in order to arrange operations
appropriately by adjusting train headways etc. Because
these predictions rely on train dispatcher experience, it
is not easy to rationalize their decisions. Although some
operation control system contain a prediction function, thefunctions are based on the assumption that the conditionsof train delay will continue. Accuracy therefore can be a
problem.
In this research, a method based on neural network
was developed to predict train delays and occupancy
rates with a lead time of several tens of minutes. In thefirst stage of this method neural networks learn from data
about train delays and occupancy rates recorded in thedays leading up to when a prediction is made. On the daya prediction is made, with pre-trained neural networks,changes in train delay and occupancy rates up to the timein question are used to predict the situation for the next
few tens of minutes.
A prototype system based on this method was built for
testing on an actual commuter line, to verify the accuracyof the proposed method. 70 days of train delay and occupancy rate data was used for neural network learning, whiledata for a period of 9 days was used in the verification test.
The result of the verification tests showed that, excluding
data recorded when a sudden accident had occurred, themethod could predict train delays to within 30 seconds inover 80% of predictions (Fig. 1).

In practice, the method would be applied to operation
control systems in the control room. Predicted delays andoccupancy rates could then be displayed in the operation
control system (Fig.2). Train dispatchers can check thepredicted delay or occupancy rate from the display, andrearrange operations appropriately. In addition, thesepredictions can be used to provide passengers with information about traffic conditions, because large delays
and high occupancy rates can be predicted in advance.

Cumulative ratio (%)

100

Current time
駅A

80

駅B
駅C

60
40
20

All trains
Trains with over 30
seconds delay
Trains with over 60
seconds delay

Error between predicted delay and actual delay (seconds)

Fig. 1 Cumulative ratio distribution of prediction error

26

Predicted traffic

Blue line:
Past train diagram
駅F
Thickness:
Actual delay
駅G
駅E

Over 150
150
140
130
120
110
100
90
80
70
60
50
40
30
20
10

0

Past traffic

駅D

駅H
駅I
駅J

The thickness of the line
gives a prior visualconfirmation of which
trains are delayed

駅K
駅L
駅M
駅N
駅O
駅P

Red line: Predicted train diagram
Thickness: Recorded delay

Fig. 2 Screen shot of prediction system of train operation(example)

Annual Report 2016-2017

Railway Technical Research InstituteBASIC RESEARCH

24. Seismic resistance design method considering
unsaturated condition of embankments• Following severe rainfall, water and air can be found mixed in the interstices of an embankment.
Strength tests have shown that the strength of material in an embankment is greater when partiallysaturated than when fully saturated.
• A method for designing the antiseismic reinforcement of embankments was therefore proposed,
considering the unsaturated condition of an embankment.
• A manual was produced and the design was applied in trials, which demonstrated that antiseismic
reinforcement work costs could be reduced by up to 20%.

Y coordinate (m)Over the past few years, progress has been made inantiseismic reinforcement of embankments, however,existing design methods for antiseismic reinforcement are
based on designs using the results of strength tests on
saturated embankment materials. Consequently, there isa dearth of seismic evaluations and much work still has tobe done in the field of reinforcement.
The water content inside an actual embankment affectedby rain fall was therefore measured over a long period oftime. These measurements confirmed the unsaturated
state of parts of the embankment and that it was possible
to reproduce the behavior of the embankment throughseepage analysis (Fig.1).

460.00 65.00 70.00 75.00 80.00 85.00 90.00 95.00 100.0

3Strength tests on unsaturated embankment material
demonstrated that cohesion was greater than when theembankment was saturated (Fig. 2).
A design method for antiseismic reinforcement considering the unsaturated condition of an embankment was
proposed on the basis of this outcome, and a manual was
produced setting out the prerequisite conditions, surveying
methods and laboratory test and design methods.
Subsequently the proposed method was compared withthe existing evaluation method. The outcome showed thatthe required soil nails could be shortened, reducing thewhole cost of work by approximately 20% compared todesigns based on the existing method (Fig. 3).

Degree ofsaturation(%)

Current design (design under saturated condition)

Measurements

2

Soil nailing

1
0

0

1

2

3

4

5

6

7

8

9

X coordinate (m)

10

11

12

13

Fig. 1 Distribution of saturation level inside a railway
embankment after rain
Design undersaturated condition

Estimated
slip surface

Cohesion Cnet (kPa)25

Embankment material ①
Embankment material ②
Embankment material ③

20
15

Shortersoil nails

Unsaturated soil

10

Cohesion is notconsidered insaturated condition

5050

Proposed method (considering unsaturated region)

60
70
80
90
Degree of saturation Sr (%)

Fig. 2 Cohesion of unsaturated soil

Annual Report 2016-2017

100

Unsaturated areas (stronger)
Current
design：
Proposed Survey
method：Cost of reinforcement work
DesignFig. 3 Comparison of construction cost27

Major Results of Research and Development

25. Method for estimating bridge maintenance indicators
by combining measured and analytical values• A method has been developed to achieve highly accurate estimations of the maximum displacement
and natural frequency of a bridge which are required for maintenance, through iterative correction
calculation of input values based on measured and analytical values.
• The maximum displacement and natural frequency can be estimated in approximately 5 minutes,
which means that health condition of the bridge can be evaluated on site.

Actual measured
valuesrailway bridge using the acceleration waveform from justone point. In order to balance the speed and stability ofmachine learning with the measured values especially,a Bayes estimation algorithm was developed to updateparameters used based on statistical decision making forthe iterative calculations. The accuracy of the proposed
method was verified using numerical analysis and actual
measured acceleration waveforms on the bridge whentrains were passing. Results of the verification showedthat it was possible to estimate the maximum displacement
value, which had been difficult to obtain processing measured waveforms alone, within a 5% error margin, while theerror margin in natural frequency and damping coefficientestimation was on average reduced to approximately 1 in
50 minutes compared to the existing method (Fig.1 (b)).
Using the new method, it is possible to estimate thebridge’s natural frequency and maximum displacement
in approximately 5 minutes allowing on-site diagnosis of
the bridge’s soundness. Adapting the method to acceleration monitoring, will overcome the difficulties met with theexisting method using just the acceleration waveform forordinary observation, identification of weak bridges, andwill allow prioritization of repairs and reinforcement.

Bayes estimation algorithm
(a)

(b)

Steps (in the process)Parameter proposal
Statistical updating of parameters

Analytical value

Beam dynamics modelMoving load
Initial value

Acceleration

First time250

Natural frequency

200
150
0.06
Mo
de 0.0414dam
14.5
pin 0.02 15
ncy [N]g ral frequetio
NaturaConvergence

Theoretical model

1.1
1.0
0.9

Merging ofanalytical values

Correct
value

Existing1 Existing2 Existing3 Proposal

Displacement response / Maximum displacement0

Measured waveform alone
Actual measured value-0.5

Measured accelerationTime

Measured waveform alone

Existing 1: Fourier transform Existing 2: Autocorrelation
Existing 3: Singular value analysis

Displacement[mm]

Unit length weight [kN/m]

Acceleration waveform
Train speed
Number of trains

Maintenance management indicators

Estimation /Correct

The increased running speed of trains and ageing ofstructures means that the safety of railway bridges needs
to be assessed not only frequently but also with a highdegree of accuracy. As a result, recent years have seen
the generalization of acceleration-based ordinary mobile
monitoring which can be carried out on a permanent basis.
However, using only the existing wave-form processing
from passing trains, it is difficult to accurately determine
railway bridge parameters with the required level of precision when trains are passing, such as displacement,
impact coefficients, natural frequency, damping constant,etc.
This research therefore developed a new method toaccurately estimate bridge maintenance management
indicators such as displacement and natural frequency,
by combining values obtained through numerical analysis
and actual waveforms measured during the passage oftrains (Fig. 1 (a)).
In the present method, machine learning is applied inwhich a calculation correcting an input value into the analysis is statistically repeated comparing the actual measured
values and analyzed values. Using this approach, it ispossible to effectively estimate the maximum displacement
and natural frequency required for maintenance of theTime

Iterative parameter updates:

Time

Natural frequency, Damping coefficient, Unit length weight-1
1

Merging ofanalytical values

2

34Time [s]5

6

Example of span length 35 m, train speed 200 km/h

Fig. 1 Method for estimating bridge maintenance indicators by combining measurement and numerical analysis

28

Annual Report 2016-2017

Railway Technical Research Institute

26. Quantitative evaluation of the impact force on a bogie
due to a wheel flat
• Vertical acceleration of the axle box caused by wheel flats is little affected by the wheel radius, but
increases with the length of the wheel flat.
• By evaluating the drop in the axlebox and its vertical acceleration, it was found that the place of impact
between the flat on the wheel tread and the rolling rig varied according to speed in the circumferential
direction.

1.0
0.8
0.6
0.4

vertical accelerationof axlebox

Wheel Length ofradius wheel flat
φ730 75mm
φ810 75mm
φ860 75mm
φ810 60mm

1.2

In addition, it was found from the relationship between
the speed and time from the beginning of wheel dropping
to impact (Fig. 3), that as speed increased the impact
point moved to the rear of the flat. Consequently, above acertain speed, the drop in the axle box decreased causing
the resulting acceleration to fall also (Fig.4).
These observations can now be used as a means tocheck the actual shape of wheel damage and to determine
the impact of damaged wheel treads on bogies.

vertical displacementof axlebox

vertical acceleration ratio of axlebox
α/αmaxThe appearance of flats on a railway wheel tread generates unusual vibrations and may cause the unwanted resultof parts falling from the train.
Consequently, in order to understand the influence of
wheel radius and degree of wheel damage on bogie vibrations, a wheel tread was artificially given a flat and rolling
tests were carried out on a rig. After analyzing the peakvalues of vertical acceleration of an axlebox at different
speeds, it was established that as speed increases, maximum vibration acceleration occurs at around 30 km/h, andthat the length of the flat had a significant influence (Fig. 1).
Based on this premise, and judging by vertical accelerationand vertical displacement time-series waveforms of theaxlebox, it was confirmed that the flat caused the wheel
to drop causing an impact with the roller rig, which was
the source of the large increase in vertical acceleration(Fig. 2).

vertical acceleration of axlebox
vertical displacementof axlebox

Time for axle box
to drop td

00.2

Time ofimpactStart of drop

0.0
0

20

40

60

80

Time

Size of drop

100 120 140

Running speed [km/h]

Fig. 2 Evaluation of time where axle box dropsby means of vertical acceleration

Length of flat L

vt d
Head of flat

vt pTime for passageof wheel flat tp=L/v
Impactspot

Rear end of flat

0.0

Size of axle box drop

1.2

-0.3

1.0

-0.6

0.8

-0.9

Ratio of axle box drop time
to passing time

-1.2
-1.5

0

20

40

60

80 100 120 140

0.6
0.4

Ratio of drop time
td / tp

Circumferential velocity v

Size of axle box drop [mm]Fig. 1 Influence of wheel radius / length of wheel flat

0.2

Running speed [km/h]

Fig.3 Relationship between passing time of wheel flatand impact position

Annual Report 2016-2017

Fig. 4 Estimation of size of axle box drop
and impact position (60mm flat)29

Major Results of Research and Development

27. Simulation of hot gas in tunnel fires• This simulation method can predict the thickness of hot gas layers to within a 10% error margin andtemperature rise to within a 20% error margin.
• This method can be used to assess evacuation guidelines and contribute to the design of undergroundventilation installations.
In evaluating evacuation guidelines in the case of a train
fire in a tunnel, it is important to be able to predict the flow
behaviour of hot gas (smoke), which is the main factor
hindering evacuation, propagation speed, temperature,and places where smoke will descend. In subway tunnels(underground tunnels) and in the Seikan tunnel (AomoriHakodate under-sea tunnel) etc., mechanical ventilation
systems determine the direction of the flow of hot gas.
However, in ordinary hillside or mountain tunnels where
there is no ventilation, the direction of this flow will be
influenced by the various factors related to the fire (location of fire source, tunnel incline and natural wind, etc.).
Consequently, a simulation method was developed to
predict hot gas in case of fire in this type of tunnel.
The method uses a commercial computational fluid
dynamics (CFD) tool which has in addition a special featureallowing it to take into account change in temperature andsource of fire. Hot gas flows in tunnel fires are turbulence
flows with sudden changes in temperature, making accurate calculation difficult. As such, a new model test rig
was developed (Fig. 1) and experimental results werecompared with calculated results to improve the calculation
model for heat transfer to the walls and fire source. Results
showed that even though the calculated temperature risetended to be lower than the experimentally obtained value(maximum error of 20% in the maximum error including
temperature measured at other points), the thickness ofthe hot gas layer more or less corresponded with an error
margin of within 10% (blue arrow in Fig. 2), confirming that
it was possible to roughly predict the properties of the hot
gas flow (Fig. 3).

Distance from fire source: 90cm

Height from tunnel floor (m)

0.5

0.5m
5.4m
0.4m

0.4

Air layer

0.3
Numerical calculation

0.2
0.1
0

Fig. 1 Scaled 1/10 model rig used to verify accuracy of
calculations

Hot gas layer

Model test

0

20
40
60
Temperature rise ℃

80

Fig. 2 Vertical temperature distribution at the central sectionof the tunnel

Hot gasFire source
Fig. 3 Example of simulated result

30

Annual Report 2016-2017

Railway Technical Research Institute

28. Development of decision-making tasks to assess
decision-making skills• Based on information collected about decision-making errors through railway accident analysis,
error prone situations can be detected. Following this, a set of decision-making tasks imitating thesesituations was developed.
• When carrying out the tasks, the part of the subject’s brain related to decision making becomes
activated, and confirmation can be obtained of the suitability of the task as an exercise.

Decision-making errors (judgement errors) in the railway work environment can sometimes be the cause ofan accident.
In order to prevent these errors, it is necessary togive training after having assessed and understood thejudgement making tendency of individuals. This said, it isdifficult to estimate people’s decision-making tendencies
in the workplace, therefore a set of PC-based diagnosis
decision-making tasks to evaluate decision-makingthesetendencies wasy were developed. In addition, functional
Magnetic Resonance Imaging (hereinafter fMRI) was used
to confirm activity in the decision-making related area of
brain whilst subjects completed the developed tasks.
Following an analysis of the 278 judgement error cases
obtained from railway accident analysis data, work situations which led to decision-errorserrors in decision making
and judgement tendencies in for each scenario wereconsidered. Results showed that over 60% of the work
situations involved decisions requiring final confirmation,
whereas over 70% revealed short-sightedness in judgement. Two sets of tasks were therefore developed focusing
on the characteristics associated found to lead to errors

Please check if any of the following
letters or syllables appear more thanonce on the screen: “コ”, “ウ”, “テ”, “ツ”

ウ ネ ヘ
ウ ネ ヘ
ネカ ヘ
シ ウユ
ネカ ヘ
シ ウユ
ウ
ユケネ
カヘ
マ シス
ユケ カ
マ シス
シ
ユ
マ ス ケカマ ス ケ
マ ス ケ
If they choose toconfirm their answers, an
extra two questions
appearAfter checking 5 questions,the subject has to decide
whether to confirm theiranswers or not

YES

NO

Activation of the insula
Average data for 15 participants

If they choose
not to confirm their answers
and they don't make a mistake,then there are no extra questions
If they choose not to confirm and there
is a mistake in their answers, an
extra 10 questions appear

Fig. 1 Task reproducing situation requiring confirmation

Annual Report 2016-2017

inwith judgement errors that were observed, with one set
reproducing work scenarios where subjects had to decide
whether or not to confirm a completed task (Fig.1) and asecond set where one group of subjects had to make adecision – based on merit – and were immediately awareof the consequences of their decision, while in others the
subjects only gradually realized the impact of their decision. In addition to these two sets, another series of tasks
was developed for critical situations, which did not however
frequently lead to accidents, reproducing disrupted situations where decisions are difficult to make.
Figure 1 shows the reproduction of a situation with atask requiring confirmation situation, where the subject
is supposed to check the presence of repeated specificletters on a screen, and is asked whether they want toreconfirm their checked results. Measurement of brain
activity while subjects completed the tasks showed that thedecision-making region of the brain (insula) was activated(Fig. 2).
The results corresponded to the content of the tasks,
and that the tasks were suitable for reproducing decisionmaking conditions.

Fig. 2 fMRI image of subject whilst carrying out the task
illustrated in the figure on the left

31

Major Results of Research and Development

29.Demonstration of vibration resistance andmagnetomotive force of Yttrium-Barium-Copper-Oxide
high temperature superconducting coil
• A full-scale Yttrium-Barium-Copper-Oxide superconducting coil was produced, and evidence wasgathered to demonstrate that the generated magnetomotive force of 750 kA at 32 K.
• It was also demonstrated that heat generated by the coil under maximum acceleration of 15 G stayedat +12% compared to its non-accelerated state, confirming that there was no loss of rigidity or of
current characteristics.
In evaluating evacuation guidelines in the case of a train
fire in a tunnel, it is important to be able to predict the flow
behaviour of hot gas (smoke), which is the main factor
hindering evacuation, propagation speed, temperature,and places where smoke will descend. In subway tunnels(underground tunnels) and in the Seikan tunnel (AomoriHakodate under-sea tunnel) etc., mechanical ventilation
systems determine the direction of the flow of hot gas.
However, in ordinary hillside or mountain tunnels where
there is no ventilation, the direction of this flow will be
influenced by the various factors related to the fire (location of fire source, tunnel incline and natural wind, etc.).
Consequently, a simulation method was developed to
predict hot gas in case of fire in this type of tunnel.

500mm

The method uses a commercial computational fluid
dynamics (CFD) tool which has in addition a special featureallowing it to take into account change in temperature andsource of fire. Hot gas flows in tunnel fires are turbulence
flows with sudden changes in temperature, making accurate calculation difficult. As such, a new model test rig
was developed (Fig. 1) and experimental results werecompared with calculated results to improve the calculation
model for heat transfer to the walls and fire source. Results
showed that even though the calculated temperature risetended to be lower than the experimentally obtained value(maximum error of 20% in the maximum error including
temperature measured at other points), the thickness ofthe hot gas layer more or less corresponded with an error
margin of within 10% (blue arrow in Fig. 2), confirming that
it was possible to roughly predict the properties of the hot
gas flow (Fig. 3).

1070mmFig. 1 Image of the YBCO superconducting coil

Resin-filled space between
coil housing and coil

Coil housing

Coil case coverTemperature [K]Coil38
Temperature of coil35

Vibration acceleration of 15 G
32
-5

Fig. 2 Internal structure of the coil

32

0

5
10
Lapsed time [minute]

15

20

Fig. 3 Rise in coil temperature when being vibrated

Annual Report 2016-2017

News
ReleaseRailway Technical Research Institute

1. RTRI’s Expert Takes Office of ISO/TC269 Subcommittee
Secretary
Three new subcommittees have been set up in ISO/TC269, a technical committee for railway applications
for which Mr. Yuji Nishie of RTRI has served as chairperson. Japan has become the secretariat country
for one of the three subcommittees and RTRI’s Mr. Kiyotaka Seki took office of secretary. In addition,
RTRI takes the responsibility of a Japanese national mirror committee for all the three subcommittees.

In March this year, the following subcommittees were
set up in ISO/TC269:
ISO/TC 269/SC 1 Infrastructure
ISO/TC 269/SC 2 Rolling stock
ISO/TC 269/SC 3 Operations and services
Japan has been chosen as the secretariat country forSC3 “Operations and services” and Mr. Kiyotaka Seki,
Deputy Director of the Railway International Standards
Center of RTRI, assumed the role of secretary.
Following the setup of the three subcommittees, RTRI
applied for an approval from the Japanese Industrial
Standards Committee of the Ministry of Economy, Tradeand Industry to take up the role of a Japanese national
mirror committee for all of them, and was authorized on
April 12, 2016.

Annual Report 2016-2017

The Railway International Standards Center of RTRI
has been acting as a Japanese national mirror committee
for international railway standards including the activities
of ISO/TC 269. Its purposes are to ensure the safety ofrailway transport in Japan, to develop railway industries,
and to contribute to the development of Japanese society
and economy by fulfilling the responsibility to cover theentire tasks of reviewing international railway standards.
Through the activities as the Japanese national mirror
committee for these subcommittees, RTRI will be able tocommit to the review processes at an early stage and takeinitiative in order to propose strengths of the Japanesetechnical standards and design concepts and provide better international standards. Fully utilizing this opportunity,
RTRI will develop international standards activities morestrategically.

33

News Release

2.WCRR 2016 Held in Milan
WCRR is an international congress which has been hosted and managed by the WCRR Organizing
Committee composed of UIC, SNCF of France, DB of Germany, RSSB of U.K., Trenitalia of Italy, TTCIof U.S.A., and RTRI.

Nearly 1,000 participants from 38 countries took part inthis 11th WCRR congress and about 100 people attended
from Japan. Under the main congress theme “Researchand Innovation from Today Towards 2050,“ three plenary
sessions and 8 technical sessions were held, and at thetechnical sessions, a total of 312 oral presentations (66from Japan) and 140 poster presentations (26 from Japan)
were delivered. At the oral sessions, the presentations
were made in two different categories, “Today’s Research”
for challenges that railways are currently facing and “Vision& Future” for research projects aiming for the medium- andlong-term visions.
At this congress, two new approaches for presentations,the e-Poster (digital displays for posters) and Proof-OfConcept-(POC)-type presentations were introduced to thetechnical sessions.
[Plenary sessions]• Customers, Market & Competition• Technology & Innovation• Research from Different Perspectives[Themes of technical sessions]•Rolling Stock•Infrastructure•Railway System•Passenger Mobility from door to door
•Freight Logistics•Sustainability•Economics and Policy•Operations and Safety
On May 30, the opening ceremony was followed
by Plenary Session 1 entitled “Customers, Market &Competition” and Masaki Ogata, Vice Chairman of JR
East joined the discussions as one of the panelists. Vice
Chairman Ogata explained that JR East has been able to
do business on sound financial footing by systematizing
and streamlining their business, not by resorting to fareincrease or governmental subsidies, and stressed that ICT,
information and communications technologies have played
significant roles in order to attain healthy management.
He also spoke about the further advancement in recent
years in applying ICT to customer-oriented services andin providing a wider variety of services, taking an example
of “Suica,” the smart card ticketing system by JR East. He
went on to say that the ICT including IoT (the Internet ofThings), artificial intelligence and big data which will be
developing exponentially in the years ahead perfectly fits

Opening Ceremony

34

Annual Report 2016-2017

Railway Technical Research Instituteto industries such as railway operation, which require a tremendous amount of infrastructure and facilities and provide
services to a vast number of customers. He concluded his
speech by saying that, in order to further promote the useof ICT in railway operation, it will be increasingly importantto address not only the traditional types of in-house innovation but also open innovation including international
collaboration.
In Plenary Session 2 on May 31, “Technology &Innovation,” RTRI’s President Norimichi Kumagai joined
the panel discussion. President Kumagai stated that, fromthe standpoint of a research organization which provides
technical solutions to railway operators, it is important toswiftly provide the market with quality outcomes which
will flexibly meet the needs of customers and society. He
stressed that, for that purpose, it is essential to increase theefficiency of R&D and to combine a wide variety of research

Plenary Session 1

techniques including advanced simulation technologies ina well-balanced manner. He also referred to the importanceof digitalizing railways and pointed out that the advanced
technologies such as artificial intelligence, image processing and big data analysis will be able to greatly contributeto labor conservation and automation of railway operations.
Furthermore, he mentioned the significance of quantifying
human decision-making processes, using the latest brain
measurement technologies. Finally he stressed the necessity of further improving the advantages of railways in highenergy efficiency and low carbon emission, and introduced
the latest research efforts of RTRI.
At the technical exhibition which was open in parallelwith the presentation sessions, 29 companies and organizations participated. From Japan, JR East and HitachiLtd., participated as well as RTRI and other JR groupcompanies.

Plenary Session 2

From left to right: Maurizio Manfellotto (CEO, Hitachi Rail Italy), Masaki Ogata (Vice Chairman JR East, and President,
UITP), Sergio De Luca (Board Member, Mermec), Cinzia Farisè (CEO, Trenord)

Annual Report 2016-201735

News Release

The awards for outstanding research papers were
given to eight oral presentations, one for each of the eightresearch fields, one poster presentation and one Proofof-Concept presentation, and a special award for young
researchers was given to one researcher under the age of
30. From among Japanese researchers, Yoshikata Tanabeof JR Central won the award for outstanding research
papers in the field of “Operations and Safety.”
The next WCRR congress is to be held at the endof October 2019 in Tokyo. At the Closing Ceremony in
Milan, RTRI’s Executive Director Fuminao Okumura

replaced Marco Caposciutti of Trenitalia as the Chairmanof the WCRR Organizing Committee. Executive Director
Okumura expressed his thanks and respect to the effortsof the Italian Organizing Committee which successfullycompleted WCRR 2016. He referred to the significancethat the next WCRR congress will be held in Asia, aregion showing rapid progress in economy and railway
technologies. Furthermore, he expressed his hope thatmany people will come to Tokyo from around the worldand sense how vital a role railways have been playing in
the Japanese economy and society.

From left to right: Norimichi Kumagai (President, RTRI), Carlo Maria Borghini (Executive Director,
Shift2Rail Joint Undertaking), Josef Doppelbauer (Executive Director, European Railway Agency(now: European Union Agency for Railway)), Anson Jack (Professor, University of Birmingham)

Mr. Yoshikata TANABE of JR-Central,
the award-winning speaker, at the oral session

36

Fuminao Okumura, Executive Director, RTRI, was handed
the WCRR plaque

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Railway Technical Research Institute

3. RTRI Develops a New-Type Bogie for Reducing the Risk of
Derailment
RTRI developed a new-type bogie in order to enhance the running safety of conventional line trains.
The newly-developed bogie is equipped with a mechanism to prevent wheel load loss and to reduce
lateral force, and is currently undergoing running tests to confirm its performance and durability at the
MIHARA Test Center of Mitsubishi Heavy Industries, Ltd., toward commercial application.

A flange-climbing derailment, one of the derailment
phenomena for a railway vehicle, is likely to occur when
the lateral force against rail extremely increases and, atthe same time, the wheel load, a force pressing wheels
downward onto rail, decreases. As an indicator to assess
the safety against the flange-climbing derailment, thequotient of lateral force divided by wheel load, what wecall “derailment coefficient,” has been used. Since 2011,
RTRI has been working for the development of the newbogie in order to get rid of flange-climbing derailments.
This newly-developed bogie has a mechanism to rotate
side beams of a bogie around a cross beam.
With this mechanism, not only the wheels but the entire
bogie frame can negotiate the horizontal torsion of rails andprevent loss of wheel load (Figure 1). Moreover, its axles
can be steered by an actuator on curves and reduce thelateral force by reducing the attack angle of wheels against
rail (Fig.2: Steering assistance mechanism).

Since May 2016, at the test track of the MIHARA Test
Center of Mitsubishi Heavy Industries, Ltd., we have been
conducting running tests of a test vehicle equipped with
the new-type bogie in order to confirm its performance anddurability. As the result of these tests, it has been confirmedthat the rate of wheel load loss for this bogie is roughly 30% smaller than that on ordinary types of bogies (Fig.3).
We have also confirmed that, if the steering assistancefunction works, the lateral force is reduced to 1/2 or 1/3
on 120 m-radius curves (Fig. 4). As the result, it has been
confirmed that the average derailment coefficient of thisbogie is approximately half the value of the bogies withordinary structures, which means the safety against flangeclimbing derailment has been greatly improved (Fig.5).
The targeted running distance of the durability tests prior
to commercial operation is 5,000 km and the tests will becompleted on July 27, this year.

Mechanism of controlling decrement of wheel load

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News Release

4. RTRI presents its latest R&D outcomes at InnoTrans 2016,
BerlinRTRI will exhibit its R&D outcomes at InnoTrans 2016 from 20th to 23rd September, 2016 in Berlin.

Railway Technical Research Institute in Tokyo,
Japan(RTRI), will exhibit at InnoTrans 2016, which takes
place from 20th to 23rd September 2016 in Berlin, Germany
and is the biggest trade show in the railway industry. The
last InnoTrans in 2014 had more than 130 thousands visitors from 146 counties.
RTRI will take advantage of this opportunity to disseminate its leading edge technologies and the uniqueoutcomes of its R&D activities to the world.
At its booth in Japan pavilion in the Hall 7.2A, RTRI
will make presentation on the following topics under thetheme of “Leading edge of railway technologies: for the
implementation of sustainable railway”:

1. general information on RTRI,
2. RTRI’s latest outcomes of R&D activities including
・Environmental assessment techniques: estimationand evaluation method for aerodynamic noise fromcar bodies,・Technologies for ride comfort improvement: vibration
suppression system using variable vertical dampers
and・Analysis technique for improvement of convenience:
train operation and passenger flow simulator, and3. Railway International Standards Center in RTRI and
RTRI’s activities for international standards.

Vibration Suppression System Using Variable Vertical Dampers which
suppresses vertical car body vibration and improves riding comfort

Screen shot of train operation and passenger flow simulator
which can be utilized for evaluation of train timetablefrom passengers’ viewpoint

38

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Railway Technical Research Institute

5. RTRI organized International Workshop on Contact behavior
in Railway Systems
RTRI organized International Workshop on Contact Behaviors in Railway System on September 12th,2016.

The Railway Technical Research Institute in Tokyo,
Japan (RTRI) organized International Workshop on
Contact Behavior in Railway Systems at RTRI to discuss
the direction of research in both experimental and analytic
approaches about contact behaviors between wheels andrails and between overhead contact lines and pantographs.
This workshop had 88 participants from nine companies/
organizations including universities in Japan and abroad
and railway companies.
Semih Kalay, Senior Vice President, Technology,
Transportation Technology Center, Inc. (TTCI) provided
the keynote lecture titled “North American Research andTechnology Innovation Program to Improve Safety andEfficiency” in which he explained the current situation andthe future vision of development of railway technologies inNorth America, as well introduced TTCI initiatives on thewheel/rail interface management. His lecture was followedby six other presentations on analytic modeling approachof rolling contact between wheels and rails and on measurement and evaluation methods of various phenomenon

in wheel/rail interface caused by rolling contact. There werequestions on ranges of applicable fields of the simulation
software and other relevant topics.
The workshop also had other two presentations on
the mechanism and prediction of abrasion of overheadlines and pantograph shoes caused by sliding contact
between overhead lines and pantographs, and participants
discussed the differences with respect to wheel/rail rolling
contact.
At the end of the workshop, there was a round tablediscussion on “Future Way of Research on Contact
Behavior” with four panelists. The discussion reached theconsensuses that it is necessary to conduct experiments,
field observation and numerical analysis in moderate balance to solve contact problems on a practical level, thatcollaboration between researchers and railway operators
would be essential for balanced R&D, and that international
research collaboration would be quite effective as a practical structure.

Ikuo WATANABE, Executive Director of RTRI,
providing the opening address

Semih KALAY, Vice President of TTCI
providing the keynote lecture

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News Release

Program
1.Opening address
Ikuo WATANABE, Executive Director, RTRI
2.Keynote lecture
・North American Research and Technology Innovation
Program to Improve Safety and Efficiency
Semih KALAY, Senior Vice President, TTCI
3.Oral presentations
・Analysis of Rolling Contact Behavior between Wheel
and Rail
Masakazu TAKAGAKI, Laboratory Head, Computational
Mechanics, RTRI
・Experimental Approaches to Evaluating some WheelRail Contact Problems
Motohide MATSUI, Laboratory Head, Frictional
Materials, RTRI
・Multibody Dynamics with Experimental Observation
on Wear Development
Yoshiaki TERUMICHI, Professor, Applied Dynamics
Laboratory, Sophia University
・Research Project for Rail/Wheel Contact – JSCM
activities
Yoshihiro SUDA, Professor, Institute of Industrial
Science, Advanced Mobility Research Center, The
University of Tokyo
・A Three-dimensional Finite Element Solution of WheelRail Rolling Contact

Xin ZHAO, Associate Professor, State Key Laboratoryof Traction Power, Southwest Jiaotong University
・Adhesion between wheel and rail under wet conditions
Hua CHEN, Laboratory Head, Track Dynamics, RTRI
・Wear Simulation of Contact Wire of Catenary
Collina Andrea, Professor, Department of MechanicalEngineering, Politecnico di Milano
・Wear Mode Map of Contact Wire and Strip
Chikara YAMASHITA, Senior Researcher, Current
Collection Maintenance, RTRI
4.Round table – “Future Way of Research on Contact
Behavior”
Panelists
・Xin ZHAO, Associate Professor, State Key Laboratoryof Traction Power, Southwest Jiaotong University
・Yoshiaki TERUMICHI, Professor, Applied Dynamics
Laboratory, Sophia University
・Masakazu TAKAGAKI, Laboratory Head, Computational
Mechanics, RTRI
・Collina ANDREA, Professor, Department of MechanicalEngineering, Politecnico di Milano
Moderator
Mitsuru IKEDA, Director, Railway Dynamics Division,
RTRI

Panelists at the round table discussion
At the right table, from left to right: Yoshiaki TERUMICHI, Xin ZHAOAt the left table, from left to right: Mitsuru IKEDA, Collina ANDREA, Masakazu TAKAGAKI40

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Railway Technical Research Institute

6. Railway Technical Research Institute Has Signed a
Cooperation Agreement with University of Birmingham
Railway Technical Research Institute (RTRI), Tokyo, Japan has signed a cooperation agreement forcollaborative research with the Birmingham Centre for Railway Research and Education (BCRRE) at
the University of Birmingham, in Birmingham on September 23, 2016.
1. Purpose
Under the agreement, both parties aim to contributeto development of science and technology, in particular,
railway technology through sharing their research capabilities and resources in advanced and practical research anddevelopment and in personnel exchange and developmentof the next-generation human resources.
2. Background of the agreement
BCRRE inherited part of the technologies owned by
the former British Railways and has been dedicated toresearch and education on railway technologies. Its annual
budget is about 5 million pounds, and it covers research
fields of vehicle aerodynamics, condition monitoring, train
operation systems, weather disaster mitigation, geotechnical engineering, energy management, big data analysis,
environment, and safety. Both organizations have alreadystarted exchanges of researchers.
As we wish to further promote personnel exchanges
and joint research in many fields for the purpose of developing railways, science, and technologies, RTRI signed a

Professor SCHOFIELD, and President KUMAGAI
signs the agreement

Annual Report 2016-2017

cooperation agreement with BCRRE to strengthen theirrelationship.
3. Content of the agreement
The following activities are expected to be fulfilled under
the agreement:
1. Collaborative research projects.
2. Annual meetings and collaborative researchseminars.
3. Exchange of researchers.
4. Other relevant cooperation and collaboration toaccomplish the purpose of the agreement.
4. Upcoming collaborative research projects
Both parties will start the following two collaborative
research projects under the agreement:● Development of smart materials and reliability-based
service-life assessment for railway concrete sleepers.
● Study on vehicle aerodynamics characteristics undercrosswind.

At the signing ceremony Front, left to right: President
KUMAGAI, Professor SCHOFIELD Back, left to right: Mr.
Tsuchiya, Mr. Ikeda, Dr. Nagakura, Professor jack, Dr.
Watanabe, Professor Roberts, Professor STERLING

41

News Release

5. Comments of both parties
Andy SCHOFIELD, the University of Birmingham:“I really welcome this agreement and the visit of ourfriends from Japan. The University and its Centre forRail Research and Education has a history of reachingout to fellow researchers in important countries and thisagreement with RTRI, who are highly respected acrossthe globe for their railway research, is an important partof our strategy. We expect to see this cooperation growand enhance the railways of both countries as a result.”
Norimichi KUMAGAI, RTRI:“I am so pleased to conclude this cooperation agreementwith the University of Birmingham. UK created railways
for the first time in the world and has greatly contributed
to their development, while Japan started full-fledgedhigh-speed passenger rail services. I hope two major
research organizations, representing the two countries,
will collaborate more closely for further development ofrailways and the realisation of a better society.”
6. Signing ceremony
The signing ceremony of the cooperation agreement
took place in the following manner.
1. Date and time:
12:00, 23 September, 2016
2. Venue:
The Carnegie Room in the Aston Webb Building,
University of Birmingham
3. Attendees:
Professor Andy SCHOFIELD, Pro-Vice-Chancellorand Head of the College of Engineering and PhysicalSciences, University of Birmingham

We had a meeting on railway research management aswell as the signing ceremony and shared views on how toproceed with our research cooperation. We agreed to havean annual meeting.

42

Professor Anson JACK, University of Birmingham
Professor Clive ROBERTS, University of Birmingham
Professor Mark STERLING, University of Birmingham
Dr. Norimichi KUMAGAI, President, RTRI
Dr. Ikuo WATANABE, Executive Director, RTRI
Mr. Ryuji TSUCHIYA, Director, International Division,
RTRI
Mr. Koichi TAKEUCHI, Associate Director, Researchand Development Promotion Division, RTRI
Mr. Mitsuru IKEDA, Director, Railway Dynamics
Division, RTRI
Dr. Kiyoshi NAGAKURA, Director, Environmental
Engineering Division, RTRI
7. About BCRREBCRRE has over 130 academics, researchers andprofessional support staff, and has been delivering worldclass research and thought leadership within railways,
and offers an expanding portfolio of high-quality education
programmes.
8. InnoTrans2016
Both RTRI and BCRRE participated in the
InnoTrans2016 held from September 20 to 23 this year, inBerlin. On September 21 at the booth of BCRRE, President
Kumagai and Executive Director Watanabe of RTRI andProfessor Roberts and Professor Jack of U. of Birmingham
had the signing ceremony.

President Kumagai delivering a speech at the signing ceremony for cooperative research agreement at InnoTrans2016
trade show. From left to right: Professor Anson Jack andProfessor Clive Roberts of U. of Birmingham

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Railway Technical Research Institute

7. 7th RTRI-SNCF Collaborative Research Seminar Held at
RTRI
Railway Technical Research Institute, RTRI, held the 7th RTRI-SNCF collaborative research seminarfrom October 11 to 13, 2016.

RTRI concluded an agreement on collaborative
research with the French National Railways (SNCF) in
1995 and has implemented joint research projects invarious technical fields. The purposes of this researchseminar are to have discussions on R&D management
and to give reports of the results of joint research projects.
From SNCF, eight people including Ms. Carole Desnost,
Vice President Research and Innovation, and from RTRI,
45 people including Dr. Takai, Executive Vice President,
participated in this seminar. Mr. Sébastien Codina, Chiefof the Engineering, Energy and Environment Division of
French Embassy in Japan joined this seminar as well.
On the last day of the seminar, thanks to the cooperation by the Metropolitan Intercity Railway Company, the
SNCF delegation had a technical tour to the main depot
and substation of the Tsukuba Express Line.
At this seminar, RTRI and SNCF agreed to further promote research collaboration through close communicationand to have the next seminar in 2018 in France, and signed
the minutes.

Ms. Carole Desnost and Dr. Takai signing the minutes

Annual Report 2016-2017[Meeting on R&D Management]
Management persons of RTRI and SNCF shared views
on R&D management, focusing on “application of ICT, bigdata analysis in particular, to railway operation.”
RTRI made a presentation on its research into technologies to quantify, by using ICT, what people have ruled sofar, based just on their experience and what we cannot
see with eyes. By quantifying various human behaviors,
RTRI aims to enhance safety and efficiency in railway
maintenance and energy consumption.
SNCF introduced their projects to raise railways’ competitiveness by improving productivity by utilizing ICT, toreduce overall maintenance cost by using preventive maintenance technologies, and to apply technical outcomesachieved by other industries to railways. At this meeting,they agreed to start sharing information on high-precision
train position detection technology.

Meeting on R&D management43News Release[Speeches by representative persons]On the 2nd day, RTRI’s Executive Director Dr. Okumura
made a presentation and Ms. Desnost introduced theresearch strategy of SNCF.
Presentation by Dr. Okumura
He gave an overview of RTRI’s research activities andintroduced RTRI’s major research projects in the fields ofsafety improvement, utilization of ICT, energy saving, andefficient maintenance.
In particular, he emphasized the significance of theresearch into resilience against natural disasters andprevention of human errors. He also stated that it is important to propose solutions for energy issues, to raisecompetitiveness of railways by cutting cost and to achieve
technical breakthrough using digital technologies.
Presentation by Ms. Desnost
She introduced SNCF’s technical innovation program“TECH4RAIL” and explained the outline of the technicaldevelopment attained under this program. Specifically,
SNCF are aiming to achieve innovation in railway systems which will “destroy” existing systems by utilizing
robot technologies, 3D printing and AI. She also addedthat It is necessary to cut the cost of railway operation
by introducing self-driving train and efficient maintenancesystems, and to enhance competitiveness against othertransport modes. She said, in order to achieve this goal,
it is essential to introduce new technologies.

Dr. Okumura

44[Collaborative research seminar]
At the collaborative research seminar, the researchers
made presentations on the outcomes of five projects of the
7th-phase research collaboration implemented between
October 2014 and September 2016. The outcomes of eachproject are as follows:● Superconducting feeding cable
On DC-1500V lines in France, extreme voltage drop
can affect trains’ smooth acceleration. But it has beenfound that superconducting feeding cable is able to be asolution to this issue.
The effects and versatility of using superconducting
feeding cable under the conditions different from Japan
was also confirmed.
● Energy storage systems to supply power for
railways
Case studies of railway energy storage systems wereconducted. The data of Japanese energy storage systems
and SNCF’s research tools were used to compare different
power storage systems, such as super capacitors andbatteries, and to evaluate the impacts of on-board energy
storage systems. Through the research, the performanceof the system for railway power feeding under conditions
very similar to actual train operation. The results obtainedin this project will be utilized in designing energy storage
systems.

Ms. Desnost

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Railway Technical Research Institute● Dynamics of new-type railway bridges
Specifications of representative types of bridges inJapan and France were compared. As the result, it was
found that the difference between the specifications ofhigh-speed railway bridges did not greatly differ between
Japan and France. In addition, it was confirmed that asimulation model is capable of accurately reproducing
dynamic response of actual structures when Young’s
modulus is set at 1.2 time of the design values and modal
damping ratios are set at the design values. These findings
will be utilized in the dynamic response analysis of railway
bridges.
● Inspection and preventive maintenance strategies
for overhead catenary systems
Information was shared regarding inspection methods and predictive maintenance technology for contact
wire and fatigue of contact wire. Research into the wear
mechanism of contact wire was implemented as well.
A diagnosis method to detect troubles and failures ofcatenary systems was developed and its effectivenesswas confirmed. The research will be continued in order toapply this method to monitoring methods and preventive
maintenance strategies.

RTRI and SNCF agreed to implement following two joint
research projects and six information-sharing projects in
the 8th-phase period of the research collaboration, from
October 2016 to September 2018.
Joint research projects
・Inspection and preventive maintenance strategies foroverhead catenary systems
・Evaluation of ballasted track maintenance methods
using discrete element models
Information-sharing projects
・Analysis of train-track interaction to enhance runningsafety・Development of high-precision train position detection
technology
・Others
In addition, RTRI proposed to start a new project on the
topic “a method to predict deformation based on changes
in monitoring data of railway infrastructure.”● Simulation models of ballasted tracks
RTRI built a simulation model similar to the analysis
model for ballasted track tamping made by SNCF, andconducted analysis. RTRI and SNCF obtained similar
results from these analyses and the effectiveness of RTRI
model was confirmed. The research and development will
be continued toward building a real-scale simulation modelof ballasted tracks.

Outcomes of 7th-phase projects reported

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News Release

8. 16th China-Korea-Japan Railway Research Technical
Meeting
Railway Technical Research Institute (RTRI), China Academy of Railway Sciences (CARS), and Korea
Railroad Research Institute (KRRI) held the 16th China-Korea-Japan Railway Research Technical
Meeting from November 1 to 3, 2016, in Suwon, Korea.
RTRI, CARS and KRRI concluded an agreement on
research collaboration in 2001 and have implemented joint
research projects and information sharing in diverse technical fields. This year’s technical meeting was organized as
one of the events celebrating the 20th anniversary of thefounding of KRRI. Vice Executive President Takai and 12
researchers from RTRI, Vice President ZHAO Youming
and 10 researchers from CARS, and President Ki-hwan
KIM and 15 researchers from KRRI joined the meeting.
On the first day, the summit meeting and group discussions on each of the research projects were held and theparticipants joined the tour to KRRI’s test facilities. At thesummit meeting, views were shared on damage mitigating
measures for natural disasters including earthquakes anduse of ICT for train operation, and it was confirmed thatthey will focus on both fields.

46“’Rail Mobility 4.0’ for the Era of the 4th Industrial
Revolution” by Mr. Ho-sung JUNG, KRRI“The Construction and Financing of China High-speed
Railways” by Mr. WANG Huaixiang, CARS
“Earthquake Disaster Prevention” by Mr. Shinji SATO,
RTRI
The progress of five ongoing projects was reported
at the project report session and it was announced that
information sharing among the three institutes will be newly
started on the topic “Comparative Research on China,
Japan and Korean Railway Transportation Standards.”
On the last day, a technical visit was organized andthe participants were able to join the test ride on Suseo
High-Speed Rail Line, between Suseo and Cheonan-Asanstations.

On the second day, keynote speeches were made andprogress of each research project was reported. Topics forthe next-phase collaboration were introduced as well. The
keynote speeches were delivered by the following persons:

The three parties agreed to have the next technicalmeeting in Japan, and signed the minutes. Furthermore,they signed a revised agreement on the three-country research collaboration which has improved its confidentiality
provisions.

Participants to the technical meeting

Signing ceremony

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Railway Technical Research Institute

9. RTRI’s New Magazine Ascent launched
On November 30, Railway Technical Research Institute (RTRI) launches the first issue of its newsemiannual magazine written in English, Ascent, which introduces research and development activities
of RTRI in a timely manner.
[Goal of Ascent]In recent years, high-speed railways and urban transit
systems have been playing more and more important rolesin the world’s transportation scene and it is expected tobe even more important to use technologies and expertisedeveloped and accumulated by RTRI in order to further
improve railways in the world. From this viewpoint, RTRI’s
new magazine Ascent has been launched in order todeepen the understanding of RTRI’s activities among theworld’s rail-related people of diverse fields.
[Why Ascent?]
The word “ascent” means rising or enhancement. In
December 2014, RTRI publicized its “VISION: RISING”
message that described its mid- and long-term goals andstrategies. This vision reads “we will develop innovativetechnologies to enhance the rail mode so that railways cancontribute to the creation of a happier society.” Since thelaunch of this magazine fits the policy described by thisvision, the magazine title “Ascent” was chosen to express
our determination to keep enhancing our R&D capabilities
in order to attain our vision.
[What makes Ascent different?]
RTRI already has another English-language magazine,
Quarterly Report (QR), a technical journal containing
detailed research papers written by RTRI’s researchers.
Meanwhile, Ascent is targeting a broader base of readers
including management people at rail-related companies in
the world. Therefore, its contents are easier-to-understandand more appealing to the readers who are not necessarily experts in railway technologies. Ascent is publishedsemiannually and also available on RTRI’s website in PDF
format as well as other RTRI’s publications.

Table of contents of the first issue

Message
Pioneering Cutting-Edge Technologies for the World’s Railways
RTRI: Its Activities
Interview
Driving Railway’s Innovation
WCRR
The Origin and the Evolvement of WCRR
WCRR- From Milan 2016 to Tokyo 2019Japan and RTRI Enlivened WCRR2016
R&D of RTRI / Energy issues
Commitment to Developing Solutions to Energy Issues
Aiming at Non-Fossil-Fuel Railways: Development of Fuel Cell-Powered Trains
International Activities
Overview of RTRI’s International Activities

The first issue of Ascent

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News Release

10. The 3rd Japan-UK Track Maintenance Workshop Held at
RTRI
On November 25, 2016, Railway Technical Research Institute (RTRI) hosted the 3rd Workshop of Track
Maintenance between Japan and United Kingdom.

In 2013, RTRI started to hold Japan-UK workshop on
ballasted track maintenance in order to explore issues
shared by Japan and UK and to develop them into future
joint research projects. At this year’s workshop, the third
one, have covered slab track and others as well as ballasted
track, and 44 people participated from two universities in
the UK, two Japanese universities and railway operators.
At the workshop, one of the two keynote speeches wasgiven by Prof. Powrie of the University of Southampton
on the performance of ballasted railway track under highspeed train running. Prof. Powrie described possible issues
regarding ballasted tracks for high-speed lines based
upon simulation data and the data obtained in on-sitemeasurement.
The other keynote speech was delivered by Prof.
Woodward of Heriot-Watt University with the title “Critical
Velocity: Prediction and Modelling.” Prof. Woodward introduced a case of predicting critical velocity on a ballasted
track by implementing three-dimensional analysis of wave
propagation of track bed.
In addition, five presentations were made on the research into ballasted tracks, methods of data measurement
and analysis, and simulation.

At the panel discussion, Prof. Ishikawa of Hokkaido
University and Prof. Powrie raised issues for the research
into ballasted track. During the following discussions, thenecessity to pay attention to the change with age in ballast
conditions was pointed out and one of the participants introduced current maintenance work using track maintenancemachinery. Furthermore, Japan and UK finally shared aview that we need to be able to predict the progress of
track displacement finally and, in order to attain this goal,
we will have to continue systematic research composedof tests, analysis and on-site measurements.
Program of the Japan-UK Workshop of Track
Maintenance
Date: 25th November 2016
Venue: Railway Technical Research Institute
1. Opening Address
Dr. Hideyuki Takai
Executive Vice President, RTRI
2. Keynote 1“Performance of ballasted railway track at high train
speeds”
Prof. William Powrie, University of Southampton

Prof. Powrie delivering keynote speech48

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Railway Technical Research Institute

3. Presentation 1“Scaled model tests on evaluation of lateral resistancecharacteristics of ballasted tracks under various
conditions”
Prof. Kimitoshi Hayano, Yokohama National University
4. Keynote 2“Critical Velocity: Prediction and Modelling”
Prof. Peter Woodward, Heriot-Watt University
5. Presentation 2“Basic study of vibration-reducing slab track under highspeed operation”
Mr. Shota Fuchigami, Researcher, Track Structuresand Geotechnology, RTRI
6. Presentation 3“The importance of track support stiffness and methodsof determining it from trackside measurements”
Dr. Louis Le Pen, Senior Research Fellow, Universityof Southampton

Mr. Hirofumi Tanaka, Assistant Senior Researcher,
Track Geometry and Maintenance, RTRI
8. Presentation 5“Development of the dynamic granular elastic-bodyanalysis models for sleeper-ballast structures by the
FEM (FrontISTR) and Elastic-DEM (QDEM)”
Dr. Akira Aikawa, Chief Researcher, Track Dynamics,
RTRI
9. Panel discussion“What kinds of research topics are required for the ballasted tracks in the future?”
Moderator:Prof. Ishikawa
Panelist: Prof. Peter Woodward, Heriot-Watt University
Prof. William Powrie, University of Southampton
Dr. Louis Le Pen, Senior Research Fellow, Universityof Southampton
Prof. Kimitoshi Hayano, Yokohama National University
Dr. Katsumi Muramoto, Director, Track Technology
Division, RTRI
Dr. Yoshitsugu Momoya, General Manager, Track
Structures and Geotechnology, RTRI

7. Presentation 4“Application of axle-box acceleration to track condition
monitoring”

Q&A following Prof. Woodward’s keynote speech

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News Release

11.Four of RTRI’s Researchers win the UIC Global Research &Innovation Awards 2016
In 2012, UIC started to provide the Global Research and Innovation Awards to outstanding rail engineers
and researchers. UIC’s International Rail Research Board (IRRB) took initiative in creating these awards
in order to develop and enhance railway transportation at the global level and make it more attractive,
cost effective and sustainable. The review committee for these awards consists of IRRB members andthe awards are given to researchers and engineers for their innovative work in six main categories of“Safety and Security,” “Sustainable Development,” “Rail system,” “Passenger Service,” “Rail Freight
Service,” and “Cost Reduction.” In addition, the Award for the Best Young Researcher and Award forLifetime Achievement in Research & Innovation are given to a researcher of the age under 30 and to aperson who has contributed to railway services for many years.
This year’s award ceremony took place on December 1
at Vitebsk Station in Saint Petersburg of Russia and fourof RTRI’s researchers were given the awards.
Award Ceremony
Date and time:December 1, 2016 20:00
Venue:Vitebsk station in St. Petersburg, Russia
Award winners from RTRI
○ Safety & Security Award“Development of the Earthquake Disaster Simulator for
Railways against Mega Earthquakes”
Jun Izawa
Senior Researcher, Soil Dynamics and Earthquake
Engineering, Center for Railway Earthquake
Engineering Research○ Sustainable Development Award“The Development of a Fuel Cell Train”
Takamitsu Yamamoto
Director, Vehicle Control Technology Division○ Passenger Service Award“Development of Vertical Vibration Control System for
Improving the Ride Comfort of Railway Vehicles”
Yoshiki Sugahara
Chief Researcher, Running Gear, Vehicle Structure
Technology Division○ Cost Reduction Award“Development and Practical Application of the Ladder
Track Systems”
Tsutomu Watanabe
Assistant Senior Researcher, Structural Mechanics,
Railway Dynamics Division

Award ceremony(copyright:RZD)
Mr. Izawa (left end), Mr. Yamamoto (second from the left), Mr. Nishie,proxy for Mr. sugahara (third from the left), Mr. Watanabe (7th from the left)

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Annual Report 2016-2017

Outline of Activities
FY 2016
Railway Technical Research Institute1 Basic policies

To contribute to the advancement of railways
and help bring about an affluent society, RTRI
actively promotes R&D activities geared towards
railway innovation, delivering high-quality results
by fully deploying its comprehensive capabilities.
In addition, to fulfil its social responsibilities asa public interest incorporated foundation, RTRI
is active in promoting engineering and legal
compliance and carrying out neutral activities,
such as providing technical support in the eventof a disaster or an accident, based on technicalknowledge and experience. Moreover, in order tobe the leader in global railway technologies, RTRI
helps with the effective deployment of Japanese
railway technology in foreign countries, simultaneously increasing its presence in the global market.
To achieve these goals, RTRI adopts the following basic policies:(1) Dynamic R&D to encourage railway
innovation

RTRI should respond to the changing times
and the various needs of society and carry out
innovative technical development as a matter ofurgency. It should strongly promote advanced
R&D and R&D in new fields, including enhancement of simulation technology and active use of
information and communications technology, by
allocating more resources to such activities. Also,
it should steadily pursue basic research that canbe a source of innovative technology.

(2) Achieving high-quality results by fully
demonstrating its comprehensive
capabilities

RTRI should rigorously accumulate know-how
and pursue the development of human resourcesin preparation for solving various problems in
the railway industry and developing innovativetechnology, and at the same time combine
the strength of researchers and experts in different fields. Together with these actions, theAnnual Report 2016-2017

organization’s original facilities and equipment
for research should be rebuilt or revamped.
Building on these measures, RTRI should
achieve high-quality results and disseminate themwidely around the world.

(3) Trusted activities based on technicalknowledge and experience

RTRI should accumulate deep insights acrossthe railway industry and carry out investigations
into the causes of accidents and the damage
caused by disasters, presenting methods to guard
against their reoccurrence, and formulating technical standards based on its technical knowledge
and experience as an independent third-party
specialist organization.

(4) Support for overseas deployment
and enhancement of the Japanesepresence in the international railway
sectorTo become a leader in the field of railway
technologies, RTRI should effectively support
the overseas deployment of Japanese railway
technology and simultaneously enhance its
global presence by disseminating information andbuilding close relationships with foreign railway
operators and research institutes. It should also
actively propose the adoption of international
standards from Japan.

(5) Ensuring that the working environment
allows all employees to be highly
motivated
RTRI should foster an environment where freeminded researchers and experts can perform totheir full potential and produce results that willbring a sense of accomplishment. It should also
promote a pleasant workplace culture that allows
unfettered discussions while respecting diversity
in terms of age, sex, culture differences and otherconsiderations.

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Outline of Activities FY 2016

2 Business Activities(1) Research and development(a) Basic principles of R&D

RTRI pursues the improvement of safety
by developing better measures to prevent or
mitigate the effects of major natural disasters andimplementing derailment prevention measures.
It also seeks to reduce the cost of maintenanceand other elements of the rail business, to attainharmony with the environment by using energy
more efficiently, and to enhance the convenienceof rail travel thanks to further increases in train
speeds. Drawing on these activities, RTRI will
create innovative technologies that can contributeto railway advancement while solving various
problems confronting the railway industry today.
These challenges constitute the four “R&D
Objectives” that RTRI should follow.

R&D Objectives• Improvement of safety• Cost reduction• Harmony with the environment• Improvement of travelling convenience
In order to promote R&D, resources should
be augmented in leading-edge technical fields
such as advanced simulation and informationand communication technologies, as well as in
specific technical fields relating to safety, energy,
and faster running, and in other new areas.
In addition, in order to deliver high-quality results, original facilities and equipment for researchand testing should be enhanced; studies should
be carried out across various specific areas; accumulated know-how and data should be actively
used; and the ability to offer a comprehensive
service should be leveraged through networks
with railway operators and domestic and overseas
universities and research organizations.
Furthermore, aiming at reaching a balanced
distribution of resources and achieving effective
R&D, the following three agendas are adopted as
the “Pillars of R&D” (Figure 2-1-1).

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Pillars of R&D• R&D toward the future of railways• Development of practical technologies• Basic research for railways(b) Research and development toward thefuture of railways

With the objective in mind of achieving practical applications in 10 to 20 years’ time, research
topics should be carefully selected according to
the following principles:○ Respond to the needs of the JR companies
and other railway operators, and respond tosocial trends○ Point to advanced R&D and the future ofrailways○ Leverage RTRI’s expertise in fields and areas
where RTRI has higher R&D capability andunique features○ Pave the way for practical R&D and solve
critical problems in practical R&D, and encourage research staff to make academic
contributions.
○ Pursue challenges that will have a large spinoff effect when put to practical use
In FY2015, RTRI will start to implement thefour major challenges: “Pursuit of Safer Railway
Systems,” “Revolutionizing Railway Systems
with Information Networks,” “Speed-up of the
Shinkansen,” and “Construction of Railway
Simulators.” In each major challenge, two or three
individual R&D projects have been set. Withineach of these there are two or more detailed R&D
projects. There will be links between the individual
R&D projects so that they are implemented in a
logical and systematic way (Figure 2-1-2).

(c) Development of practical technologies

Research issues affecting the railway businessthat will yield rapid results should be tackled so
as to achieve a practical outcome in a timely andsatisfactory way.
(i) R&D designated by JR companies
R&D that can contribute to the on-site solutionof problems should be carried out, in response
to various requests from JR companies and forwhich they have specific requirements. In R&D,

Annual Report 2016-2017

Railway Technical Research Institute

Figure 2-1-1
sufficient resources should be mobilized so as
to meet the needs of the railway business and toensure that results are provided promptly.
(ii) R&D initiated by RTRI to investigate technology for practical use
R&D into novel technology should be pursued,
taking fully into account the needs of railway
operators, leveraging RTRI’s specialist facilities
and analysis technology, and aiming at practicalapplication in actual fields of the railway business.
In addition, for dealing with issues that require
an immediate response, such as accidents ordisasters, an organization should be formed to
manage two or more issues so that it has an
overview of the situation, and solutions should
be proposed quickly.
(iii) R&D commissioned by the Government or
the public sector
R&D commissioned by the Government or the
public sector should be undertaken in order to put
results to practical use and make them widely
available.

Annual Report 2016-2017(d) Basic research for railways

In order to solve various railway problems
and address challenges related to sources ofinnovative technologies, basic research forrailways should have high-level backing and support. It should include the following objectives:clarification of mechanisms and phenomena;
establishment of analytical, experimental, andevaluation methods; development of sophisticatedsimulation technology; and the development of
new technologies, new materials and of different
approaches to research.
In the process of promoting research, thefollowing five items should be allocated higher
priority, while research in new areas such as brain
science is pursued.
- Prediction, detection, and prevention of phenomena that cause disasters- Clarification of dynamic phenomena causedby rail travel- Elucidation of deterioration/damage
mechanisms- Improvement of the environment along railway

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Outline of Activities FY 2016

Figure 2-1-2

lines and the global environment- Improvement of safety with a focus on humanfactors(e) Facilities and equipment for researchand testing

Original facilities and equipment for researchshould be replaced where necessary; the selected facilities should be directly connected to
R&D activities in fields where RTRI intends tointroduce innovative technologies. In addition,
where the performance of test facilities has
declined over time so that they no longer meetR&D needs, they should be improved or renewed,
in addition to construction of new buildings forexperiments.

(2) Investigation of railway technologies
and science
RTRI should grasp social, economic and technological changes, and then collect and analyze
various types of information generated in Japanand foreign countries that is needed in order to54

contribute to the technical development of therailway business. Once this has been completed,
the results of such activities should be transmitted to the parties concerned. RTRI should also
predict the future status of railways and conduct
investigations necessary to choose technical issues for its R&D objectives.

(3) Preparation of drafts of railway
technology standards
In accordance with the rising importance ofthe management and maintenance of society’s
infrastructure and the Japanese Government’s
movement towards performance specification oftechnology standards, RTRI should promote theformulation and arrangement of design standards,
maintenance management standards, and design
calculation examples of infrastructure. Technicalfields, such as vehicles, where new technicalstandards should be formulated, and therefore
where systematization is needed, should be clarified. This should ensure that tasks such as theformulation of design standards in these fields

Annual Report 2016-2017

Railway Technical Research Institutecan proceed smoothly.

(4) Collection and release of railwayrelated documents, materials andstatistics
RTRI should collect and collate information
on Japanese and foreign railway technologies. It
should also leverage various channels, such as
mass media and the Internet, and transmit R&D
results and activity status in a planned and timely
manner. It should play a role as a source to send
timely and precise railway technical information
to the public.

(5) Publications and lectures to raise theprofile of railway technologies andscience

RTRI should expand the contents of its periodicals, such as the RTRI Report and RRR, lecture
presentations, and technical forums. Throughthese instruments, the results of RTRI’s R&D
work should be offered widely to the public. The
courses of lectures on railway technology andother lecture presentations should be systematic,
and designed to meet the needs of all, from beginners to experts.

(6) Diagnosis, advice and guidance on
railway technologies and science
RTRI should respond precisely to requests
from railway operators to continuously and positively carry out its mission. Especially in offeringa consulting service in response to a disaster oran equipment failure, a quick response shouldbe agreed in a tie-up with the railway businesses
or operators involved. Furthermore, consulting
services for local railway companies should beenhanced by making site visits and giving technical advice.

(7) Drafting of original plans andproposals for standardization withregard to international railway
standards
RTRI should promote, in a strategic way, activities related to the International ElectrotechnicalCommission (IEC) and the International

Annual Report 2016-2017

Organization for Standardization (ISO). In particular, RTRI should actively participate in theoperation of TC 269 (Railway Applications),
newly established in ISO in April 2012. It should
also strengthen its resources, and press on withprojects such as “rail project planning” which
Japan proposes. At the same time, RTRI should
exercise leadership in standardization activities in
the fields of operations and services where Japan
has technical predominance.

(8) Authorization of qualifications withrespect to railway-related science andtechnology

With a focus on accreditation tests forProfessional Railway Design Engineers, RTRI
should build up and arrange improvements in
examination opportunities for applicants throughoverall verification of the tests, thereby contributing to the enhancement and maintenance of thelevel of technical expertise of railway engineers.

(9) Railway Technology Promotion
Center

RTRI should contribute to an improvement in
the level of technical expertise in the railway industry by promoting related business while taking,as pillars, systematization of technologies andproblem solving, enhancement and maintenanceof technical capabilities, and technical information services. For this purpose, it should tackle
new research and study topics that are usefulfor systematization of vehicle technology, andsimultaneously offer technical support to local
railways and encourage technology succession
by positively applying the knowledge of “RailAdvisers.” In addition, the contents of the safety
database should be enriched through intensified
research and analysis activities in the humanfactors field.

(10) Railway International Standards
Center

RTRI should promote strategic activities aimed
at introducing Japanese technical specifications and concepts into international standards.
It should actively exchange information with
European and Asian standardization bodies

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Outline of Activities FY 2016
and intensify its partnerships with them, andalso boost educational activities on international
standards for the parties concerned and humanresource development activities.

(11) International activities

For the purpose of further improving thetechnical capabilities and presence of RTRI,
joint research programmes with foreign universities and research bodies should be expanded.
Exchange of researchers should be promoted
by sending more RTRI researchers abroad andreceiving more foreign experts in Japan. RTRI
should actively take part in the World Congress
on Railway Research (WCRR) as a member of
the Organizing Committee, going ahead withpreparation and management of the WCRR meeting to be held in Tokyo in 2019. RTRI should also
aspire to organize international workshops andjoin various types of international conferences
to exchange information on the latest railway
technologies. RTRI researchers should be sent
overseas to investigate global railway conditions
and technologies.
RTRI should contribute to the wider applicationof Japanese railway technologies across the world
by providing active support for railway operatorsand related businesses, assisting overseas
deployment of intellectual property, and offering
guidance to engineers in foreign countries.

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Annual Report 2016-2017

Railway Technical Research Institute

YEAR 2016-2017: April 1, 2016 - March 31, 2017
Copyright© 2017 Railway Technical Research Institute.
All rights reserved.
Published by Hideyuki TAKAI , Executive Director
International Division, Railway Technical Research Institute
Hikari-cho 2-8-38, Kokubunji-shi, Tokyo 185-8540 JAPANFind us :WEB: http: //www.rtri.or.jp/eng/index.html
Facebook: https://www.facebook.com/rtri.eng

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Other Publications: http://www.rtri.or.jp/eng/publish/

Annual Report 2016-201757