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32 Katsuragi Katsuragi 33
32 33 Katsuragi Katsuragi Relax in an onsen hot spring and enjoy time in Katsuragi! Fresh vegetables, etc. at low prices! ➊ ➋ ➌ #060 #061 ➊Indoor hot springs constantly draw abundant hot water from four source springs. The fifth source spring that is used for the large daiyokujo hot spring is sea water Kaki no Chaya Road Station Kinokawa Manyo no Sato from tens of thousands of years ago called fossil salt water. ➋A guest room in its Locally-grown fresh vegetables and fruits are available at A road station along National Route 24. Its local produce lodging Happu Bekkan. Each room has a private outdoor hot spring rotenburo. affordable prices. You can get local info from shop keepers store offers locally-grown vegetables, etc. at discounted ➌Rotenburo allows you to enjoy the scent of seasons. while chatting at the cafe section. prices. The very popular kakinoha-zushi is available at #058 ❖612-1 Nishiiburi, Katsuragi-cho ☎0736-22-7024 Mahoroba on the second floor. 9:00 - 17:00 Closed: Wed ❖487-2 Kubo, Katsuragi-cho ☎0736-22-0055 Katsuragi Onsen Happuno-Yu MAP/P62.A-7 8:30~18:00 (Summer) 8:30~17:00 (Winter) Closed: None This hot spring facility offers quintessential Japanese style MAP/P62.D-2 indoor and outdoor roten hot springs, accommodating both day use and overnight guests. Its restaurant featuring locally- produced ingredients is also very popular. It makes a great base location to tour around the Katsuragi area. ❖702 Saya, Katsuragi-cho ☎0736-23-1126 10:00 - 22:00 (Last check-in at 21:00) Closed: None MAP/P62.C-3 Trips are for hot springs and gourmet meals! Hit the green in Katsuragi! #062 #063 #059 Road Station Katsuragi Nishi Katsuragi Chamber of Commerce Kiikogen Golf Club A road station located at inbound PA on Keinawa Expressway. -
Design Practice in Japan." Bridge Engineering Handbook
Nagai, M., Yabuki, T., Suzuki, S. "Design Practice in Japan." Bridge Engineering Handbook. Ed. Wai-Fah Chen and Lian Duan Boca Raton: CRC Press, 2000 65 Design Practice in Japan 65.1 Design Design Philosophy • Load • Theory • Stability Check • Fabrication and Erection 65.2 Stone Bridges 65.3 Timber Bridges 65.4 Steel Bridges 65.5 Concrete Bridges 65.6 Hybrid Bridges 65.7 Long-Span Bridges (Honshu–Shikoku Bridge Project) Kobe–Naruto Route • Kojima–Sakaide Route • Onomichi–Imabari Route 65.8 New Bridge Technology Relating to Special Bridge Projects Masatsugu Nagai New Material in the Tokyo Wan Aqua-Line Nagaoka University of Technology Bridge • New Bridge System in the New Tohmei Meishin Expressway • Superconducting Magnetic Tetsuya Yabuki Levitation Vehicle System • Menshin Bridge on University of Ryukyu Hanshin Expressway • Movable Floating Bridge Shuichi Suzuki in Osaka City Honshu-Shikoku Bridge Authority 65.9 Summary 65.1 Design Tetsuya Yabuki 65.1.1 Design Philosophy In the current Japanese bridge design practice [1], there are two design philosophies: ultimate strength design and working stress design. 1. Ultimate strength design considering structural nonlinearities compares the ultimate load- carrying capacity of a structure with the estimated load demands and maintains a suitable ratio between them. Generally, this kind of design philosophy is applied to the long-span bridge structures with spans of more than 200 m, i.e., arches, cable-stayed girder bridges, stiffened suspension bridges, etc. 2. Working stress design relies on an elastic linear analysis of the structures at normal working loads. The strength of the structural member is assessed by imposing a factor of safety between the maximum stress at working loads and the critical stress, such as the tension yield stress © 2000 by CRC Press LLC TABLE 65.1 Loading Combinations and Their Multiplier Coefficients for Allowable Stresses No. -
Damage Assessment of Expressway Networks in Japan Based on Seismic Monitoring
0551 DAMAGE ASSESSMENT OF EXPRESSWAY NETWORKS IN JAPAN BASED ON SEISMIC MONITORING Fumio YAMAZAKI1, Hitoshi MOTOMURA2 And Tatsuya HAMADA3 SUMMARY Fragility curves for expressway structures in Japan were proposed based on actual damage data from the 1995 Hyogoken-Nanbu (Kobe) Earthquake. First, spatial distributions of strong motion indices, e.g., the peak ground acceleration, the peak ground velocity, the JMA seismic intensity, were estimated using Kriging technique, in which attenuation relations of these indices are considered as trend components. The actual damage data for expressway structures in Japan due to the 1995 Hyogoken-Nanbu Earthquake were compared with these estimated ground motion indices and then fragility curves were constructed assuming log-normal distributions. Together with a seismic network for the expressway networks, the proposed fragility curves may be used in seismic damage assessment of expressway structures in Japan. INTRODUCTION Japan Highway Public Corporation (JH) owns expressway networks with a total length of 6,456 km (as of April, 1999). In order to gather earthquake information at an early stage (Yamazaki et al., 1998) and to establish an efficient traffic control just after an earthquake, JH had deployed 123 accelerometers along its expressways (1 instrument per 40 km) before the Hyogoken-Nanbu (Kobe) Earthquake on January 17, 1995. JH further deployed 202 new seismometers along its expressways (1 instrument per 20 km together with existing ones) after the Hyogoken-Nanbu Earthquake (Fig. 1). The new instruments can measure the spectrum intensity (SI) and the instrumental JMA (Japan Meteorological Agency) intensity (Shabestari and Yamazaki, 1998) as well as the peak ground acceleration (PGA). -
Chapter 6 Building Competitive Economy and Society
Section 1 Constructing Trafc Networks Chapter 6 Building Competitive Economy and Society Section 1 Constructing Trafc Networks 1 Developing Trunk Road Networks (1) Developing Trunk Road Networks Since the First Five-Year Road Construction Plan formulated in 1954, Japanese highways have been continually con- structed. For example, the construction of national highway networks, including expressways, has provided a major impe- tus in the rejuvenation of regional economies by encouraging plant locations near expressway interchanges. Additionally, it has helped enhance the quality and safety of national life by making broad-area medical services accessible to rural II areas and allowing broad rerouting to avoid highway disruption by natural disasters. An example includes the Sakai-Koga IC to Tsukuba Chuo IC segment of the Metropolitan Intercity Expressway Chapter 6 (Ken-O Expressway) opened on February 26, 2017, which resulted in roughly 90% connection of the 300 km of total roadway on the Expressway. This development is expected to attract more businesses and promote sightseeing activities. On the other hand, there are still missing links of expressways and arterial road networks in other parts of the country, which we plan to develop in a systematical manner. Building Competitive Economy and Society Figure II-6-1-1 State of Current National High-Grade Trunk Highway Improvement In service 6-lane 4-lane 2-lane Project under way Survey under way Other major routes Planned Completed Improvement extensions extensions rate National high-grade trunk highway About 14,000 km 11,404 km 81% As of March 31, 2017 Note 1: Names for interchanges and junctions under development include pending names Note 2: “ Other major routes” shown on this map show major roads in the region (including those under development and in-service routes) and not the necessity of or order of priority for individual routes. -
Goodman Takatsuki
Completion | Mid 2022 Goodman Takatsuki OVERVIEW+ ++ Located inland of Osaka, along Osaka Prefectural road 16 in the Hokusetsu area ++ A modern 4-story logistics facility with a leased area of approximately 6,600 tsubo ++ The surrounding area is densely populated and well-located for employment Driving distance Within 60 minutes driving distance Within 60 minutes Within 30 minutes Kyoto Kyoto Station Nagaokakyo Hyogo Takatsuki + Ibaraki PLANS Goodman Takatsuki Takarazuka Toyonaka Hirakata Amagasaki Nara Osaka StationOsaka A B A Higashi-Osaka Kobe Nara Port Kobe Osaka Airport Port source:Esri and Michael Bauer Research Floor 2/3 Floor 4 LOCATION+ ++ About 2 km from the JR Takatsuki Station and the Hankyu Takatsukishi Station Gross lettable area ( tsubo) ++ A bus stop is located nearby within walking distance Warehouse+ Piloti + About 5.6km from Takatsuki Interchange of Shin-Meishin Expressway, 8km from Ibaraki Interchange of Meishin Floor Office Total + berths driveway Expressway and 8km from Settsu-Kita Interchange of Kinki Expressway 4F A 620 − 40 660 ++ Good access to the Meishin and Shin-Meishin Expressways as well as to the Osaka CBD and Hokusetsu area B 1,275 − 5 1,280 3F A 605 − 130 735 hin-Meishin Expressway 2 km B 1,275 − 5 1,280 2F Takatsuki from JR Takatsuki A B A 605 − 130 735 JCT tation ankyu IC Takatsukishi B 1,050 220 10 1,280 JR Kyoto Line tation 1F Takatsuki A 420 180 50 650 Meishin B 3,600 220 20 3,840 Expressway Hankyu Kyoto Line Total Takatsukishi 5.6 km A 2,250 180 350 2,780 171 from Takatsuki IC Shin-Meishin Expy -
Access to Kinokawa City 南海本線 南 海 本 線 Wakayama-Minami Smart IC E
A BCDE Mt. Katsuragi Lookout Access to Kinokawa City Highlandハハイランドパーク粉河イラ ンParkドパ ーKokawaク粉河 8KUKVRNCEGU YKVJURKTKVWCNGPGTI[ KKishiwada-Izumiishiwada-Izumi IICC Highland Park Kokawa Campground Kaizuka Station LaLaportららぽーと Izumi和泉 Kansai International Airport Izumisano 170 Station Rinku JCT Nankai Koya Line 310 Rinku Premium Outlet 1 Osaka 480 KaminogoKaminogo IICC Rindo Kisen Kogen Line Hanwa Expressway Izumisano KKoyaguchioyaguchi Jinzu Hot Spring KKihokuihoku 4GNCZ SennanSennan JCT ICIC y KKatsuragiatsuragi swa 26 ICIC pres KKinokawa-higashiinokawa-higashi IICC a Ex JR Hanwa inaw To Nara KPVJGJQVURTKPIU JR Hanwa IICC KKeinawae Expressway Line HHannanannan IICC Line Nankai Kinokawa City Hall KKatsuragi-nishiatsuragi-nishi HHashimotoashimoto 62 127 Main Line StationStation KKinkiinki KKinokawainokawa IICC 南海本線南 UUniversityniversity 海 AAeoneon MMallall WWakayamaakayama ICIC 371 本 WakayamaWakayama JCTJCT JR Wakayama Line 線 IIwade-Negorowade-Negoro WWakayamashiakayamashi 24 ICIC KKokawaokawa SStationtation SStationtation WWakayama-kitaakayama-kita IICC UchitaUchita Gokurakubashi Ikeda Tunnel Nakatsugawa Gyojado SStationtation NNagaaga MMunicipalunicipal HHospitalospital Station Wakayama IC 424 WWakayamaakayama WWakayama-Minamiakayama-Minami SSmartmart IICC Kinokawa City Fu-no-Oka StationStation Kannonyama Fruit Garden KishiKishi StationStation mulino WWakayamaakayama ElectricElectric RRailwayailway Keinawa Expressway JR KKishigawaishigawa LLineine Sakura Pond Jutani River Kisei Line Agricultural road for broad farmland area in Kinokawa -
Expressways in Japan
Expressways in Japan 1 Topics of the Presentation 1. Planning & Development of Expressways in Japan – Strong Government Commitment in Planning Stage 2. Funding for Expressway Development in Japan – Toll Road & Highway Public Corporations – Government Supports – Privatization of Highway Public Corporations in 2005 3. Korea and China Cases – Toll Road Scheme under BTO&PPP 4. Highway Design Standard 5. Operation & Maintenance 6. Technologies 2 Procedures of Planning and Developing Expressways (Prior to the Privatization in 2005) Preliminary Plan Stipulated in the “National Development Arterial Expressway Construction Law” (Planned Route by the Law) Scope of segment; Major municipalities traversed; Standard No. of lanes; Design Basic Plan speed; Major connecting points; Proponent Decision of city planning; EIA (if necessary) Hearing opinion of concerning prefectures Municipalities traversed; No. of lanes; Design Implementing Plan speed; Connecting roads and their locations; Construction cost; Proponent Government Responsibility Government Construction Order by the Minister* Design, Raising Fund, ROW Acquisition, ( Highway Public Corporation starts a project) Construction, Operation & Maintenance *Since the Privatization in 2005, an Expressway Company has been supposed to commence an expressway project after the Minister of MLIT approves a Plan of Business Activities submitted by the Company. 3 Current Arterial High-standard Highway Network Plan The Current Arterial High-standard Highway Network Plan was formulated in 1987, where a total of -
And Sub-Structures of Elevated Highways in the Kobe, Ashiya, and Nishinomiya Area
SPECIAL ISSUE OF SOILS AND FOUNDATIONS 189-200, Jan. 1996 Japanese Geotechnical Society FOUNDATION DAMAGE OF STRUCTURES TAMOTSU MATSUIO and KAZUHIRO ODAii) ABSTRACT The 1995 Hyogoken-Nambu earthquake caused heavy damage to many super- and sub-structures of elevated highways in the Kobe, Ashiya, and Nishinomiya area. The majority of the elevated highways are founded on piles, most of which are cast-in-place reinforced large diameter concrete bored piles. The bore-hole television (BHTV) system was the most reliable method applied to the inspection of the soundness of cast-in-place bored piles. It was revealed that some cracks occur not only around the top of a pile but also between the pile top and tip. It was also noted that the degree of pile damage does not necessarily correspond to that of super- and sub-structures. In addition, the lateral resistance of damaged piles is discussed herein, based on the results of an available full-scale static load test on a pile group. Some case histories of raft foundations, caisson foundations, steel pipe pile foundations and precast prestressed concrete pile foundations are presented. Finally, it was concluded that the foundation damage to structures is sometimes caused not only by seismic force of super- and sub-structures, but also by liquefaction and/or lateral flow of the subsoil below the ground surface. Key words: caisson, cast-in-place pile, deep foundation, earthquake damage, foundation, pile, shallow foundation, (IGC: H1) geotechnical engineering, but also including considera- INTRODUCTION tion of the methods of restoration. The 1995 Hyogoken-Nambu earthquake was the larg- est to occur so far in a highly urban area. -
Crossroads Ritsumeikan 2020-2021
English Crossroads Ritsumeikan 2020-2021 Ritsumeikan University Ritsumeikan Asia Pacif ic University Ritsumeikan Junior High School Ritsumeikan Senior High School Ritsumeikan Uji Junior High School Ritsumeikan Uji Senior High School Ritsumeikan Keisho Junior High School Ritsumeikan Keisho Senior High School Ritsumeikan Moriyama Junior High School Ritsumeikan Moriyama Senior High School Ritsumeikan Primary School The Ritsumeikan Trust Academy Overview The Ritsumeikan Charter The Founding Spirit and Educational Ideals of the Ritsumeikan Academy The Ritsumeikan Academy was founded in 1900 as the Kyoto Hosei School (Kyoto School of Law and Politics), an evening law The Ritsumeikan Trust has formulated “The Ritsumeikan Charter” as follows The Ritsumeikan Trust in order to share the ideals and mission of Ritsumeikan among all of its school open to working people. The school was founded by Kojuro Nakagawa, former secretary to Prince Kinmochi Saionji, July 21, 2006 members and to disseminate them throughout the world. liberal statesman of late 19th and early 20th Century Japan. With Saionji’s blessing, the name was changed to Ritsumeikan Private University in 1913. The university established itself upon the spirit of “freedom and innovation” and set “peace and The Ritsumeikan Charter democracy” as its core educational philosophy. Ritsumeikan traces its roots to Prince Saionji’s private academy of the same name, established in 1869. It was officially founded in 1900 by his protégé, Kojuro Nakagawa, as the Kyoto Hosei Gakko (Kyoto School of Law and Politics), later to take The Ritsumeikan Academy has now become an integrated academy with a rich culture of individuality and international on the name “Ritsumeikan.” The name is derived from a passage in the Jinxin chapter of the Discourses of Mencius, and awareness accommodating a total of approximately 50,000 students. -
Features of Sakai City
Features of Sakai City Topic J-GREEN Sakai Topic Amazing night view: Osaka Bay Area Location Environment Boasting one of the largest facilities in Sakai Semboku Coastal An Advanced City Japan, J-GREEN Sakai is Sakai City’s Industrial Zone Low-carbon energy generation base national soccer training center, where This is one of the best factory night view with a Long Tradition of people can fully engage in various spots in the Osaka Bay area! A magical night view on an overwhelming Large-scale logistics hub sports and recreation activities. Manufacturing scale that resembles a space station illuminating the dark night. Sakai city is approximately divided into 4 areas, the waterfront, urban, suburban, and residential and greenery areas. Transportation infrastructure is becoming so more convenient and well connected with Kansai International Airport that many logistics companies invest in waterfront area recently including foreign affiliated one. Location Potential in the Waterfront Area Sakai is also blessed with academic institutions including Osaka Prefecture University and Kansai University, and business support facilities for small- and medium-sized companies such as the Sakai City Industrial Promotion Center. Such as the Sakai City Industrial Promotion Center, and the Izumi Center of the Osaka Research Institute of Industrial Science and Technology which provides scientific and technological support. ■ Forming a Low-Carbon Energy Generation Base Sakai City has been promoting energy saving with advanced and Features of the Sakai City Area innovative technologies, as well as utilizing various renewable and next-generation energy production techniques, such as large-scale solar power and biomass fuel, to drastically reduce greenhouse gas emissions. -
Chapter 6 Building Competitive Economy and Society
Section 1 Constructing Trafc Networks II Chapter 6 Chapter 6 Building Competitive Economy and Society Building Competitive Economy and Society Section 1 Constructing Trafc Networks 1 Developing Trunk Road Networks (1) Developing Trunk Road Networks Since the First Five-Year Road Construction Plan formulated in 1954, Japanese highways have been continually con- structed. For example, the construction of national highway networks, including expressways, has provided a major impe- tus in the rejuvenation of regional economies by encouraging plant locations near expressway interchanges. Additionally, it has helped enhance the quality and safety of national life by making broad-area medical services accessible to rural areas and allowing broad rerouting to avoid highway disruption by natural disasters. Examples are seen in Shin-Meishin Expressway where a total of 44km was connected, including a section between Joyo JCT/IC and Yawata-Kyotanabe JCT/IC opened on April 30, 2017, a section between Takatsuki JCT/IC and Kawan- ishi IC opened on December 10, 2017, and a section between Kawanishi IC and Kobe JCT opened on March 18, 2018. This development is expected to attract more companies and tourists and have other stock effects. The MLIT will continue to advance the development of Japan’s trunk road network in order to maximize stock effects of this type, with a focus on accelerating development of the metropolitan ring roads that form the core of the nation’s logistical networks utilizing the current low interest rate and the Fiscal Investment and Loan Program. Meanwhile, improvements, including expressways, are being systematically carried out to connect regions that are not yet part of the nationwide highway network. -
The Railway Market in Japan
www.EUbusinessinJapan.eu The Railway Market in Japan September 2016 Lyckle Griek EU-JAPAN CENTRE FOR INDUSTRIAL COOPERATION - Head office in Japan EU-JAPAN CENTRE FOR INDUSTRIAL COOPERATION - OFFICE in the EU Shirokane-Takanawa Station bldg 4F Rue Marie de Bourgogne, 52/2 1-27-6 Shirokane, Minato-ku, Tokyo 108-0072, JAPAN B-1000 Brussels, BELGIUM Tel: +81 3 6408 0281 - Fax: +81 3 6408 0283 - [email protected] Tel : +32 2 282 0040 –Fax : +32 2 282 0045 - [email protected] http://www.eu-japan.eu / http://www.EUbusinessinJapan.eu / http://www.een-japan.eu www.EUbusinessinJapan.eu Contents 1. Executive summary .................................................................................................................................................... 2 2. Introduction ............................................................................................................................................................... 3 3. Market structure........................................................................................................................................................ 4 a. Network overview (technical characteristics) ...................................................................................................... 4 b. Public & private operators .................................................................................................................................... 6 c. Large operators ...................................................................................................................................................