DOCSLIB.ORG

The Shinkansen Program: Transportation, Railway, Environmental, Regional, and National Issues

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
The Shinkansen Program: Transportation, Railway, Environmental, Regional, and National Issues The Shinkansen Program: Transportation, Railway, Environmental, Regional, and National Issues Straszak, A. IIASA Collaborative Paper August 1981 Straszak, A. (1981) The Shinkansen Program: Transportation, Railway, Environmental, Regional, and National Issues. IIASA Collaborative Paper. IIASA, Laxenburg, Austria, CP-81-702 Copyright © August 1981 by the author(s). http://pure.iiasa.ac.at/1761/ All rights reserved. Permission to make digital or hard copies of all or part of this work for personal or classroom use is granted without fee provided that copies are not made or distributed for profit or commercial advantage. All copies must bear this notice and the full citation on the first page. For other purposes, to republish, to post on servers or to redistribute to lists, permission must be sought by contacting [email protected] IIASA COLLABORATIVE PROCEEDINGS SERIES THE SHINKANSEN PROGRAM IlASA COLLABORA'TIVE PROCEEDINGS SERIES CP-81-S1 LARGE-SCALE LINEAR PROGRAMMING Proceedings of a I IASA Workshop, 2-6 June 1980 G.B. Dantzig, M.A.H. Dempster, and M.J. Kallio, Editon CP-81 -S2 THE SHINKANSEN PROGRAM: Transportation, Railway, Environmental, Regional, and National Development Issues A. Straszak, Editor THE SHINKANSEN PROGRAM Transportation, Railway, Environmental, Regional, and National Development Issues A. Straszak, Editor INTERNATIONAL INSTITUTE FOR APPLIED SYSTEMS ANALYSIS Laxenburg, Austria 1981 lnternational Standard Book Number 3-7045-0011-9 Collaborative papers in this Special series sometimes report work done atthe International Institute for Applied Systems Analysis and sometimes work done elsewhere. They are reviewed at IIASA, but receive only limited external review, and are issued after limited editorial attention. The views or opinions they express do not necessarily represent those of the Institute, its National Member Organizations, or other organizations supporting the work. Copyright 0 1981 International Institute for Applied Systems Analysis All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording, or any information storage or retrieval system, without permission in writing from the publisher. IIASA PUBLICATIONS ON LARGE-SCA.LE.DEVELOPMENT PROGRAMS Hans Knop, Editor, Tl?e Tennessee VaZZzy A.d~hOPity Ez?erience: Proceedings of the First Conference on Case Studies of Large Scale Planning Projects, Volumes 1 and 2, CP-76-2, IIASA, Laxenburg, Austria, 1976. Hans Knop, Editor, The Tennessee Valley duthor<ty: A Field Study, RR-79-2, IIASA, Laxenburg, Austria, June 1979. Hans Knop, Editor, The 3ratsk-Ilimsk rehtotiul Frcdtcctia Complc: Pro- ceedings of the Second IIASA Conference on Case Studies of Large-Scale Planning Projects, CP-77-3, IIASA, Laxenburg, Austria, June 1977. Hans Knop and A. Straszak, Editors, The BmtsL-Ilimsk -?errizoric3 -3-0- duction i7ompZer: A Field Study Report, RR-78-2, IIASA, Laxenburg, Austria, May 1978. Andrze j Straszak and Robert Tuch, Editors, Tne Shinitansen .?{ah-3eod .?ail i?erirk of Jean: Proceedinqs of an IIASA Conference , June 27-30, 1977. Pergamon, Oxford, England, 1980. Andrze j Straszak, Editor, The Shinkansen ?ropam: -%sportaticn, ZaiZmj, ?zvimrunentaZ, R'egional, and !Jaational Deve2or;rnent Issues, CP-8 1 -S2 , IIASA, Laxenburg, Austria, 1981. Y. Sawaragi and A. Straszak, Editors, The Kinki T?ceproc! .?epior.a! 3eveZo~ent.?rcpm: Status Report and Proceedinqs of a IIASA Workshop, June 1978, CP-81-S5, IIASA, Laxenburg, Austria, 1981. PREFACE During the period 1974-1979, multidisciplinary teams of sci- entists from the International Institute for Applied Systems Ana- lysis (IIASA) examined four large-scale development programs: the Tennessee Valley Authority, a regional development program launched in 1934 by the government of the United Stat.es of America: the Bratsk-Ilimsk Territorial Production Complex, a regional develop- ment program launched in 1952 by the government of the USSR; the Shinkansen Program in Japan, which began in 1969; and the Kinki Integrated Regional Development Program, on which research work began in Japan in 1973. The first two of these studies have al- ready been reported on [for the TVA study, see Knop (1976), and Knop (1979), and for the BITPC study, see Knop (1977) and Knop and Straszak (1978)l; and the extensive factual basis for the Shinkansen study has also been published [see Straszak and Tuch 1980) 1. This volume discusses the issues that arose in the stuly of the Shinkansen Program in transportation, railway, environmental, regional, and national development. A final volume in this series on the work in the Kinki region of Japan is in preparation. The investigation of the Shinkansen Program was supported and assisted by The Japan Committee for IIASA; the IIASA team is particularly grateful to Professors H. drisawa, K. Miyasawa, and Y. Suzuki, Doctor S. Tamura, and A. Yamada. The extensive co- operation of the Japanese National Railways made the study pos- sible: Dr. M. NishiCa and the personnel of the JNR staff was especially appreciated. The Shinkansen study used an approach developed within IIASA for the TVA and Bratsk-Ilimsk case studies, together with the ap- proach elaborated by David Fischer (USA) and used by him in studies dealing with Canadian arctic and North Sea oil development. The initial procedure of analysis, originated by Hans Knop (GDR) was then combined with extensions proposed by other participating scholars, so that an overall approach evolved, whose implementa- tion was made possible through formation of an interdisciplinary East-West team of researchers at IIASA. The field study team consisted of these persons: Professor A. Straszak (Poland) Professor H. Knop (GDRI Professor D. Fischer (USA) Professor M. Albegov (USSR) Dr. S. Ikeda (Japan) Dr. D. von Winterfeldt (FRG) Professor A. van Bilderbeeck (Netherlands) Professor C. Law (Canada) Mr. J. Harmon (USA Department of Transportation) Mr. J. Owsinski (Poland) Mr. R. Tuch (USA) Professor H. Strobe1 (GDR) and Dr. R. Genser (Austria) joined the study group in preparing this volume. They had visited Japan earlier and played a key role in the conference-with which the work began. A. Straszak CONTENTS Page PART I: THE APPROACH 1 1. GENERAL INTRODUCTION (A. Straszak) 3 2. MAIN FEATURES OF THE SHINKANSEN PROGRAM (A. Straszak) 5 Appendix 2 2 3. THE FRAMEWORK OF ANALYSIS (A. Straszak) References PART 11: SUBSYSTEMS ANALYSIS 4. THE SHINKANSEN AND TRANSPORTATION (H. Strobel, A. Straszak) 4.1 Introduction 4.2 The Pre-Shinkansen Age 4.2.1 Historical Background 4.2.2 Demand Factors 1.2.2.1 Economic Growth 4.2.2.2 Population 4.2.2.3 Car Ownership and Modal Split 4.2.3 Supply Factors 4.2.3.1 The Status of the Road Transportation System 4.2.3.2 Status of the Air Traffic System 4.2.3.3 Suboly Imnacts 4.2.4 Actors 4.2.4.1 Travelers and Residents 4.2.3.2 Transportation Companies and Government Actors 4.2.4.3 International Actors 4.2.5 Findings 4.3 The First Decade of the Shinkansen Age 4.3.1 Supply-Demand Inter-Relations 3.3.1.1 Rail Transport Demand Impacts 4.3.1.2 Modal-Split Impacts 4.3.2 Supply Factors and Impacts 4.3.2.1 Growth of the Individual Transport Systems 4.3.2.2 Trip Time Impacts 4.3.2.3 Safety Impacts 4.3.2.4 Cost Aspects 4.3.2.5 Energy Consumptlon 4.3.2.6 Environmental Impacts 4.3.2.7 Land Productivity and Further Impacts 4.3.3 Impacts on Actors 4.3.4 Findings 4.4 The Future of the Shinkansen Program 4.4.1 Demand Issues 4.4.1.1 Economic Factors 4.4.1.2 Population Factors 4.1.2 Supply Issues 4.4.2.1 Energy Factors 4.4.2.2 New Technology Options 4.4.3 Actors Issues References 5. THE SHINKANSEN AND RAILWAY ISSUES IR. Genser, A. Straszak) 5.1 Main Features of Railway Development in Japan 5.1.1 Situation Prior to the Construction of the Tokaido Shinkansen 5.1.2 The Situation after the Tokaido Shinkansen was Built 5.1 .3 The Present Situation 5.2 Hain Actors Involved in Railway Development and Railway Policy in Japan 5.~2.1 National Government 5.2.2 zapanese National Railways (JNR) 5.2.3 Japan Railway Construction Corporation (JRCC 3.2.4 Industries Working for Railways 5.2.5 Regional and Local Authorities 5.2.6 Citizen Groups 5.3 Main Issues 5.3.1 Speed 5.3.2 Safecy 5.3.3 Reliability 5.3.4 Ergonomics, Education, and Training 5.3.5 Comfort 5.3.6 Accessibility 5.3.7 Frequency of Service 5.3.8 Profitability 5.3.9 computerization and Automation 5.3.10 Maintenance 5.3.11 Impact on other railways 5.4 Freight Transport References 6. THE SHINKANSEN AND ENVIRONMENTAL ISSUES (D. Fischer, D.v. Winterfeldt, S. Ikeda) 208 6.1 Introduction 208 6.1.1 Envircnmental Expectations in Past Decades 208 6.1.2 Main Causes of Environmental Disruption in Japan 6.1.3 The Role of the Public Sector in Economic Activities 6.1.4 The New CNDP and Transportation Network Policy 6.1.5 Establishment of Environmental Legislation and Administration 6.2 The Question of the Public Interest 6.3 Environmental Actors in Relation to the Shinkansen 6.3.1 Note on the Case of the Tohoku Shin- kansen Line (Under Construction) 6.4 Environmental Impact Assessment (EIA) 6.4.1 Environmental Impacts Associated with the Shinkansen 6.4.2 Implementation of an EIA System 6.4.3 Present Approach to Assessing Shinkansen Impacts 6.4.4 Public Participation 6.4.5 Issues Affecting EIA 6.4.6 Proposed EIA System 6.4.7 Contents of a Report of ~nvironment Impact Assessment for Shiqkansen 6.5 Introduction to the Problem of Noise Pollution Control for Shinkansen Trains 6.6 The Elements of the Noise Pollution Control Problem: Actors, Their Objectives and Alternatives 6.6.1 Regulatory Actors, Objectives, and Alternatives 6.6.2 Development Actors, Objectives, and Alternatives 6.6.3 Impactee Actors, Objectives, and Alternatives 6.7 The Decision Process of the Environment Agency to Set Noise Standards 6.7.1 Noise Evaluation Criteria Used in the Standard Settinq Process 6.8 The Decision Process of the Nagoya Associa- tion to Combat Shinkansen Yoise 6.9 Discussion and Evaluation: Toward Modeling Standard-Setting Decisions References 7.
Load more

Recommended publications
  • West Japan Railway Group Integrated Report 2019 —Report on Our Value for Society—
    Continuity Progress Making Our Vision into Reality West Japan Railway Group Integrated Report 2019 —Report on Our Value for Society— West Japan Railway Company Contents 2 On the publication of “JR-West Group Integrated Report 2019” 3 Values held by the JR-West Group Our Starting Point 5 The derailment accident on the Fukuchiyama Line 11 Recovering from heavy rain damage through cooperation and think-and-act initiatives 13 Business activities of JR-West Group 15 The president’s message 17 The value we seek to provide through the non-railway business —Messages from group company Presidents Strategy of 21 Steps toward our vision 21 JR-West Group Medium-Term Management Plan 2022: approach & overview Value Creation 23 Toward long-term sustainable growth for Our Vision 25 Progress on Groupwide strategies—example initiatives 27 Promoting our technology vision 29 Special Three-Way Discussion The challenge of evolving in the railway/transportation field in an era of innovation 33 Fiscal 2019 performance in priority CSR fields and fiscal 2020 plans for priority initiatives 37 Safety 47 Customer satisfaction 51 Coexistence with communities A Foundation 55 Human resources/motivation Supporting 59 Human rights Value Creation 61 Global environment 67 Risk management 71 Corporate governance 73 Special Three-Way Discussion The role of the Board of Directors in achieving sustainable growth and enhancing corporate value 77 Initiatives in each business 81 Consolidated 10-year financial summary Data 83 Financial statements 87 Recognizing and responding to risks and opportunities 88 Data related to human resources and motivation (non-consolidated) Corporate profile (as of March 31, 2019) Scope As a rule, JR-West Group (including some Company name West Japan Railway Company initiatives at the non-consolidated level).
    [Show full text]
  • Pioneering the Application of High Speed Rail Express Trainsets in the United States
    Parsons Brinckerhoff 2010 William Barclay Parsons Fellowship Monograph 26 Pioneering the Application of High Speed Rail Express Trainsets in the United States Fellow: Francis P. Banko Professional Associate Principal Project Manager Lead Investigator: Jackson H. Xue Rail Vehicle Engineer December 2012 136763_Cover.indd 1 3/22/13 7:38 AM 136763_Cover.indd 1 3/22/13 7:38 AM Parsons Brinckerhoff 2010 William Barclay Parsons Fellowship Monograph 26 Pioneering the Application of High Speed Rail Express Trainsets in the United States Fellow: Francis P. Banko Professional Associate Principal Project Manager Lead Investigator: Jackson H. Xue Rail Vehicle Engineer December 2012 First Printing 2013 Copyright © 2013, Parsons Brinckerhoff Group Inc. All rights reserved. No part of this work may be reproduced or used in any form or by any means—graphic, electronic, mechanical (including photocopying), recording, taping, or information or retrieval systems—without permission of the pub- lisher. Published by: Parsons Brinckerhoff Group Inc. One Penn Plaza New York, New York 10119 Graphics Database: V212 CONTENTS FOREWORD XV PREFACE XVII PART 1: INTRODUCTION 1 CHAPTER 1 INTRODUCTION TO THE RESEARCH 3 1.1 Unprecedented Support for High Speed Rail in the U.S. ....................3 1.2 Pioneering the Application of High Speed Rail Express Trainsets in the U.S. .....4 1.3 Research Objectives . 6 1.4 William Barclay Parsons Fellowship Participants ...........................6 1.5 Host Manufacturers and Operators......................................7 1.6 A Snapshot in Time .................................................10 CHAPTER 2 HOST MANUFACTURERS AND OPERATORS, THEIR PRODUCTS AND SERVICES 11 2.1 Overview . 11 2.2 Introduction to Host HSR Manufacturers . 11 2.3 Introduction to Host HSR Operators and Regulatory Agencies .
    [Show full text]
  • Pdf/Rosen Eng.Pdf Rice fields) Connnecting Otsuki to Mt.Fuji and Kawaguchiko
    Iizaka Onsen Yonesaka Line Yonesaka Yamagata Shinkansen TOKYO & AROUND TOKYO Ōu Line Iizakaonsen Local area sightseeing recommendations 1 Awashima Port Sado Gold Mine Iyoboya Salmon Fukushima Ryotsu Port Museum Transportation Welcome to Fukushima Niigata Tochigi Akadomari Port Abukuma Express ❶ ❷ ❸ Murakami Takayu Onsen JAPAN Tarai-bune (tub boat) Experience Fukushima Ogi Port Iwafune Port Mt.Azumakofuji Hanamiyama Sakamachi Tuchiyu Onsen Fukushima City Fruit picking Gran Deco Snow Resort Bandai-Azuma TTOOKKYYOO information Niigata Port Skyline Itoigawa UNESCO Global Geopark Oiran Dochu Courtesan Procession Urabandai Teradomari Port Goshiki-numa Ponds Dake Onsen Marine Dream Nou Yahiko Niigata & Kitakata ramen Kasumigajo & Furumachi Geigi Airport Urabandai Highland Ibaraki Gunma ❹ ❺ Airport Limousine Bus Kitakata Park Naoetsu Port Echigo Line Hakushin Line Bandai Bunsui Yoshida Shibata Aizu-Wakamatsu Inawashiro Yahiko Line Niigata Atami Ban-etsu- Onsen Nishi-Wakamatsu West Line Nagaoka Railway Aizu Nō Naoetsu Saigata Kashiwazaki Tsukioka Lake Itoigawa Sanjo Firework Show Uetsu Line Onsen Inawashiro AARROOUUNNDD Shoun Sanso Garden Tsubamesanjō Blacksmith Niitsu Takada Takada Park Nishikigoi no sato Jōetsu Higashiyama Kamou Terraced Rice Paddies Shinkansen Dojo Ashinomaki-Onsen Takashiba Ouchi-juku Onsen Tōhoku Line Myoko Kogen Hokuhoku Line Shin-etsu Line Nagaoka Higashi- Sanjō Ban-etsu-West Line Deko Residence Tsuruga-jo Jōetsumyōkō Onsen Village Shin-etsu Yunokami-Onsen Railway Echigo TOKImeki Line Hokkaid T Kōriyama Funehiki Hokuriku
    [Show full text]
  • Interaction of Lifecycle Properties in High Speed Rail Systems Operation
    Interaction of Lifecycle Properties in High Speed Rail Systems Operation by Tatsuya Doi M.E., Aeronautics and Astronautics, University of Tokyo, 2011 B.E., Aeronautics and Astronautics, University of Tokyo, 2009 Submitted to the Institute for Data, Systems, and Society in partial fulfillment of the requirements for the degree of Master of Science in Engineering Systems at the Massachusetts Institute of Technology June 2016 © 2016 Tatsuya Doi. All rights reserved. The author hereby grants to MIT permission to reproduce and to distribute publicly paper and electronic copies of this thesis document in whole or in part in any medium now known or hereafter created. Signature of Author: ____________________________________________________________________ Institute for Data, Systems, and Society May 6, 2016 Certified by: __________________________________________________________________________ Joseph M. Sussman JR East Professor of Civil and Environmental Engineering and Engineering Systems Thesis Supervisor Certified by: __________________________________________________________________________ Olivier L. de Weck Professor of Aeronautics and Astronautics and Engineering Systems Thesis Supervisor Accepted by: _________________________________________________________________________ John N. Tsitsiklis Clarence J. Lebel Professor of Electrical Engineering IDSS Graduate Officer 1 2 Interaction of Lifecycle Properties In High Speed Rail Systems Operation by Tatsuya Doi Submitted to the Institute for Data, Systems, and Society on May 6, 2016 in Partial Fulfillment of the Requirements for the Degree of Master of Science in Engineering Systems ABSTRACT High-Speed Rail (HSR) has been expanding throughout the world, providing various nations with alternative solutions for the infrastructure design of intercity passenger travel. HSR is a capital-intensive infrastructure, in which multiple subsystems are closely integrated. Also, HSR operation lasts for a long period, and its performance indicators are continuously altered by incremental updates.
    [Show full text]
  • Rural Japanese Gothic: the Topography of Horror in Modern Japanese Literature
    Rural Japanese Gothic: The Topography of Horror in Modern Japanese Literature The Harvard community has made this article openly available. Please share how this access benefits you. Your story matters Citation Bernard, Peter John. 2019. Rural Japanese Gothic: The Topography of Horror in Modern Japanese Literature. Doctoral dissertation, Harvard University, Graduate School of Arts & Sciences. Citable link http://nrs.harvard.edu/urn-3:HUL.InstRepos:42029604 Terms of Use This article was downloaded from Harvard University’s DASH repository, and is made available under the terms and conditions applicable to Other Posted Material, as set forth at http:// nrs.harvard.edu/urn-3:HUL.InstRepos:dash.current.terms-of- use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
    [Show full text]
  • The Bulletin 2017-06
    ERA BULLETIN — JUNE, 2017 The Bulletin Electric Railroaders’ Association, Incorporated Vol. 60, No. 6 June, 2017 The Bulletin STATEN ISLAND’S 157-YEAR-OLD RAILROAD Published by the Electric Staten Island’s trains have been providing quate service with only one locomotive, it Railroaders’ Association, regular service for more than a century, but decided to buy another one. When the trains Incorporated, PO Box most people living in the other boroughs are were running less than a year, it was unable 3323, New York, New York 10163-3323. not aware that the railroad exists. to pay for the locomotives and the creditors The Staten Island Rail Road Company was threatened to seize the property. To protect incorporated on October 18, 1851 to con- the assets, the company declared bankrupt- For general inquiries, or struct a railroad from the easterly shore of cy and Cornelius Vanderbilt’s son, William, Bulletin submissions, contact us at bulletin@ Staten Island between Quarantine and Clif- was appointed receiver. erausa.org. ERA’s ton to a point nearly opposite Amboy, New Meanwhile, the company bought the pri- website is Jersey. Construction began in November, vately-owned ferries, which provided unrelia- www.erausa.org. 1855 and was completed in 1860. This 13- ble service between South Ferry (Manhattan) mile route extended from Townsend’s Dock and Staten Island. Also bought and operated Editorial Staff: Editor-in-Chief: at Vanderbilt’s Landing to Tottenville. An in- until 1948 was the Perth Amboy to South Bernard Linder spection trip from Vanderbilt’s Landing to Ferry route, which was rerouted from Perth Tri-State News and Eltingville was held for officials and stock- Amboy to Tottenville.
    [Show full text]
  • •½ ¬17 Hn ŒŽ Gú
    February 1, 2013 To All Concerned Parties Name of REIT Issuer: Nippon Building Fund, Inc. Tsutomu Nishikawa, Executive Director (TSE Code: 8951) Contact: Asset Management Company Nippon Building Fund Management, Ltd. Kenichi Tanaka, President and CEO Person to Contact:Yasushi Akimoto, CIO (TEL. +81-3-6259-8681) Notice of Acquisition and Transfer of Assets (Acquisition of “Celestine Shiba Mitsui Bldg.” and three other properties, and transfer (sale) of “NBF Nihonbashi Muromachi Center Bldg. (50% quasi co-ownership)”) Nippon Building Fund, Inc. (“NBF”) hereby provides notice of its decision on January 7, 2013 concerning the acquisition and transfer (sale) of assets (“Transactions”) as follows: Description 1 Summary of Transactions (1) Outline of Acquired Assets Acquired assets; names of assets; acquisition prices NO. Acquired Assets Name of Assets Acquisition Price (each, the “Property”) (*1) I. Real Property Celestine Shiba Mitsui Bldg. ¥22,500,000,000 II. 〃 Gate City Ohsaki (Additional Acquisition) ¥15,550,000,000 III. 〃 Shinbashi M-SQUARE ¥11,900,000,000 IV. Beneficiary interests in trust assets comprised Sumitomo Mitsui Banking Nagoya Bldg. ¥14,900,000,000 mainly of real estate Total ¥64,850,000,000 *1 Miscellaneous acquisition costs, adjusted amount of fixed assets tax, city-planning tax and consumption tax etc. are not included in this amount. Note: This document constitutes a general announcement to the press concerning NBF’s acquisition of assets and 1 is not intended to solicit investment from investors. Please be aware that investors are fully responsible for their own investment decisions and it is recommended that they review offering circulars and prospectus, including amendments thereto, if any, prepared by NBF for issuance of new shares (2) Outline of Transferred Assets 1) Transferred assets; name of transferred assets; sale price Transferred Assets Name of Transferred Assets Sale Price (*2) Quasi co-ownership of beneficiary interests in trust NBF Nihonbashi Muromachi Center Bldg.
    [Show full text]
  • Suica Pasmo Network
    To Matō Kassemba Ienaka Tōbu-kanasaki Niregi Momiyama Kita-kanuma Itaga Shimo-goshiro Myōjin Imaichi Nikkō Line To Aizu-Wakamatsu To Sendai To Fukushima Jōban Line To Haranomachi Watarase Keikoku Railway Nikkō Ban-etsu-East Line Shin-kanuma Niigata Area Akagi Tanuma Tada Tōbu Nikkō Line Minami- Tōbu-nikkō Iwaki / Network Map To Chuo-Maebashi ※3 To Kōriyama Kuzū Kami- Uchigō To Murakami ★ Yashū-ōtsuka Kuniya Omochanomachi Nishikawada Esojima utsunomiya Tōhoku Line Tōbu Sano Line TsurutaKanumaFubasami Shin-fujiwara Jomo Electric Railway Yoshimizu Shin-tochigi Shimo- imaichi Shin-takatokuKosagoeTobu WorldKinugawa-onsen SquareKinugawa-kōen Yumoto ■Areas where Suica /PASMO can be used Yashū-hirakawa Mibu Tōbu Utsunomiya Line Yasuzuka Kuroiso Shibata Tōhoku Tōhoku Shinkansen imaichi Line Aizu Kinugawa Aioi Nishi-Kiryu Horigome Utsunomiya Line Shimotsuke-Ōsawa Tōbu Kinugawa Line Izumi Daiyamukō Ōkuwa Railway Yagantetsudo To Naoetsu To Niigata Omata YamamaeAshikagaAshikaga TomitaFlower Park Tōbu-utsunomiya Ueda Yaita Nozaki Nasushiobara Nishi-Shibata Nakaura Echigo TOKImeki Railway Ishibashi Suzumenomiya Nakoso Kunisada Iwajuku Shin-kiryū Kiryū Ryōmō Line Sano Iwafune Ōhirashita Tochigi Omoigawa To Naganoharakusatsuguchi ShikishimaTsukudaIwamotoNumataGokan KamimokuMinakami Shin-ōhirashita Jichi Medical Okamoto Hōshakuji Karasuyama Ujiie Utsunomiya Kamasusaka Kataoka Nishi-Nasuno Ōtsukō Sasaki To Echigo-Yuzawa Azami Sanoshi To Motegi Utsunomiya Line Line Uetsu LineTsukioka Jōmō-Kōgen ★ Shizuwa University Isohara Shibukawa Jōetsu Line Yabuzuka
    [Show full text]
  • Inazawa City Tour Guide Booklet Inazawa Harmony of Five So
    Inazawa City Tour Guide Booklet Inazawa Harmony of Five So All you want to know about sightseeing in Inazawa is in this booklet with handy maps!! Map to Inazawa City HOKURIKU EXPWAY Oyabetonami JCT Kanazawa Takayama Nagano Main Line NAGANO EXPWY Hokuriku TOKAI-HOKURIKU EXPWY Main Line Chuo Main Line Okaya JCT CHUO EXPWY Tokyo Ichinomiya- TOKAI-KANJO EXPWY Nishi IC TOMEI EXPWY Ichinomiya IC MEISHIN EXPWY SHIN-TOMEI EXPWY Inazawa Komaki JCT Suita JCT Nagoya Shizuoka City Toyota JCT Yokkaichi JCT ISE-WANGAN Tokaido Main Line Kameyama JCT EXPWY SHIN-MEISHIN EXPWY Osaka Tokaido Shinkansen HIGASHI-MEIHAN EXPWY Chubu Centrair International Airport Fukuoka / Okinawa Sendai / Sapporo By train Tokyo Nagoya Inazawa Tokaido Shinkansen Tokaido Main Line 1 hr. and 40 min. by "NOZOMI" 10 min. by Local Shin-Osaka Konomiya Tokaido Shinkansen Meitetsu Nagoya Main Line 52 min. by "NOZOMI" 12 min. by Limited Express Kanazawa Gifu Inazawa Hokuriku Main Line / Tokaido Main Line Tokaido Main Line 2 hr. and 36 min. 15 min. by Local by Limited Express "SHIRASAGI" By car Ichinomiya Ichinomiya- Suita JCT JCT Nishi IC Inazawa City Komaki JCT Okaya JCT MEISHIN TOKAI-HOKURIKU 15 min. CHUO EXPWY EXPWY EXPWY 135 min. 120 min. 1 min. Kameyama Ichinomiya Suita JCT JCT Kanie IC IC SHIN-MEISHIN HIGASHI-MEIHAN 20 min. 20 min. MEISHIN EXPWY EXPWY EXPWY 10 min. 70 min. 35 min. Oyabetonami Shizuoka JCT Bisai IC IC TOKAI-HOKURIKU EXPWY 20 min. TOMEI EXPWY 150 min. 140 min. By air Sapporo Chubu Centrair International Airport 1 hr. and 55 min. Sendai Express Konomiya 1 hr.
    [Show full text]
  • Sagamihara Campus ACCESS Odakyu Line
    Sagamihara Campus ACCESS Odakyu line for Shinjuku for Hachioji JR Yokohama Line Fuchinobe Kobuchi Machida "Uchu-Kagaku-Kenkyu Honbu" bus stop Route 16 for Hachioji Kyowa SagamiOno Elementary School for Yokohama Film Center "Shiritsu Hakubutsukan Mae" bus stop for Sagamihara Campus Odawara FROM NARITA AIRPORT BY LIMOUSINE BUS Take a Limousine Bus from Tokyo Narita Airport to T-CAT (90 min.). Take the subway Hanzomon Line from T-CAT ("SUITENGUMAE" Station) to "SHINJUKU" station (25min), board the Odakyu Line to "MACHIDA" station (35 min.). Then take the JR Yokohama Line, get off the train at "FUCHINOBE" station (6 min.). Take a taxi from the station to the campus (5 min.). BY JR NARITA EXPRESS Take the JR Narita Express from Tokyo Narita Airport to "SHINJUKU" station (75 min.), board the Odakyu Line to "MACHIDA" station (35 min.). Then take the JR Yokohama Line, get off the train at "FUCHINOBE" station (6 min.). Take a taxi from the station to the campus (5 min.). BY JR AIRPORT NARITA LINE Take the JR Airport Narita Line from "NARITA AIRPORT" station to "YOKOHAMA" station (110 min.). Take the JR Keihin Tohoku Line from "YOKOHAMA" station to "HIGASHI KANAGAWA" station (3 min.). Take the JR Yokohama Line from "HIGASHI KANAGAWA" station to "FUCHINOBE" station (40 min.). Take a taxi from the station to the campus (5 min.). BY KER (Keisei Railway) SKYLINER Take the Keisei Skyliner "NARITA AIRPORT" station to "NIPPORI" station (50 min.). Take the JR Yamanote Line from "NIPPORI" station to "SHINJUKU" station (22 min.). Take the Odakyu Line from "SHINJUKU" station to "SAGAMI ONO" station (37 min.).
    [Show full text]
  • Response and Earthquake Induced Damage of Underground Structures in Rock Mass
    Response and Earthquake Induced Damage of Underground Structures in Rock Mass Ömer Aydan* Yoshimi Ohta* Melih Geni** Naohiko Tokashiki*** K. Ohkubo**** *Tokai University, Department of Marine Civil Eng., Shizuoka, Japan Email: [email protected] **Zonguldak Karaelmas University, Mining Engineering Dept., Zonguldak, Turkey ***Ryukyu University, Civil Engineering Dept., Okinawa, Japan ****Nakanihon Expressway Company, Tokyo, Japan ABSTRACT Underground structures are generally known as earthquake-resistant structures as compared to surface structures. Nevertheless, the recent earthquakes showed that underground structures are also vulnerable to earthquakes. There may be several reasons for such damage such as high ground motions and permanent ground movements. This study attempts to describe various forms of damage to underground structures such as tunnels, caverns, natural caves and abandoned mines during major earthquakes. Results of various model tests on shaking table are also presented to show the effect of ground shaking on the response and collapse of underground structures in continuum and discontinuum. Furthermore, some empirical equations are proposed to assess the damage to underground structures, which may be useful for quick assessments of possible damage. Keywords: Underground opening; Earthquake damage; Fault; Shaking; Concrete lining 1. INTRODUCTION It is well known that the underground structures such as tunnels and powerhouses are generally resistant against earthquake-induced motions (Dowding and Rozen, 1978; Sharma & Judd, 1991). However, they may be damaged when permanent ground movements occur in/along the underground structures. There are several examples of damage to tunnels due to permanent ground movements during, for example, 1930 Tanna, 1978 Izu-Oshima-Kinkai, 1995 Kobe, 1999 Düzce-Bolu, 1999 Chi-chi, 2004 Chuetsu, 2005 Kashmir and 2008 Wenchuan earthquakes.
    [Show full text]
  • Inbound [Daily Train Service] for Ito, Atami and Tokyo ＊Some Trains Operate on Weekdays
    Inbound [Daily train service] For Ito, Atami and Tokyo ＊Some trains operate on weekdays. (To Atami) (To Atami) Odoriko No.106 Odoriko No.108 Super Super Resort 21 Resort 21 Odoriko Odoriko Train Name View View No.2 No.8 Destination Ito Ito Ito Atami Izu-Kogen Atami Ito Ito Izu-Kogen Atami Atami Atami Tokyo Atami Atami Atami Tokyo Atami Tokyo Atami Atami Atami Tokyo Train No. of Izukyuko Line 624 626 702 5628M 630 5630M 632 634 636 5636M 5638M 5640M 3002M 5642M 5644M 5646M 3026M 5648M 3028M 5650M 5652M 5654M 3008M Izukyu-shimoda (Dept.) - - - 539 607 634 - 701 735 808 - 856 934 1004 1017 ┐( 1042 1132 1212 1222 1303 - 1317 1351 1409 May operate using other trains.) Rendaiji 〃〃 - - - 543 611 638 - 704 739 812 - 859 938 * 1020 1046 1136 * 1225 * - 1327 1355 * Inazusa 〃〃 - - - 547 615 642 - 708 742 815 - 903 943 * 1025 1049 1141 * 1231 * - 1331 1402 * Izukyuko Line Kawazu 〃〃 - - - 554 621 648 - 715 750 821 - 909 948 1018 1031 1101 1148 1225 1237 1318 - 1339 1408 1424 Imaihama-kaigan 〃〃 - - - 556 623 650 - 717 752 823 - 912 951 * 1033 1103 1150 * 1239 * - 1342 1411 * Izu-inatori 〃〃 - - - 601 628 655 - 721 759 831 - 916 955 1024 1037 1108 1155 1230 1244 1324 - 1350 1418 1430 Katase-shirata 〃〃 - - - 606 633 701 - 727 804 836 - 921 1000 * 1044 1113 1159 * 1250 * - 1355 1424 * Izu-atagawa 〃〃 - - - 609 636 704 - 732 808 840 - 924 1004 1031 1049 1116 1202 1237 1255 1332 - 1358 1427 1437 Izu-hokkawa 〃〃 - - - 612 639 706 - 734 811 842 - 926 1007 * 1051 1118 1205 * 1258 * - 1401 1430 * Izu-okawa 〃〃 - - - 615 642 709 - 737 817 848 - 929 1010 * 1054 1126
    [Show full text]