The first derailment of a Shinkansen train occurred during the Mid-Niigata Prefecture Earthquake in 2004. This report describes the survey results of ground damage around approximately 190 pairs of elevated piers spanning 1.5km which included the area where the Shinkansen derailed. In particular, the following phenomena were observed and measured: sunken ground around the piers, clearance between the ground and pier, and the flow of muddy water emerging from the clearances. These phenomena were suspected to be closely associated with the topographical and geological features of the affected area. In fact, the prevalence of damage for each topographical condition was highest in the terrace area, lowest in the lowland area, and intermediate in the alluvial fan area. Because the terrace area is formed of a thick layer of soft sediments (N-value=0〜19), as compared with the lowland area, the depth of the pier foundations was greater in the terrace area than in the lowland area. To investigate the process of derailment of the Shinkansen, the distribution of train's time staying on track (TST) for each track marker was analyzed. The point where the gauge of track had widened (205k960m) was taken as the starting point for TST; at 206k200m the track gauge has widened to greater than 40mm. The longest TST interval (i.e., the time required for the length of the train to pass a given point) coincided with the position of the train during the arrival of the S-wave between S1 and S2, the so-called principal motion. These findings suggest that an important factor in the derailment of the Shinkansen was the strong motion of the thick, low N-value terrace deposit.
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