Nowadays the safety level of Japanese railways is very high, as 0.6 accidents happen per 10^6 km train-run and nearly zero on-board passengers are killed in a normal year. It is the fruits of technologies for safety and the efforts of people involved in railways. But unfortunately we had not a few serious accidents in the past. In this paper the author reports the outline of accident occurrences, countermeasures against them and safety progress in last 50 years in Japan, and explains the reorganization of the accident investigation body to newly established JTSB.

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Multibody simulation is a key method for design, homologation and research of railed vehicles of all kind. Not only the classic rail-to-wheel force assessment but also many other common and advanced tasks can today be handled by MBS. This paper gives an overview of the MBS state of the art for the different fields of application, lifecycle stations and user groups in the railway industry, along with some examples of basic and advanced applications and recent research topics.

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As technologies are developed and systems are complicated, hazards embedded in the system are also increasing. proving safety and managing the safety is more scientific and organizational domain so that safety management system is pursuing to be active formation detecting the factors of hazard and managing them beyond passiveway. In the future, in order to establish and manage national safety management system, it is important to have effective system and manage it and also more important that all the people related to target system has to change their recognition and to play roles in it. Many railway safety measures reduce railway fatalities into half for last 10 years. But more improvement in railway safety is required to meet the social need after railway fire accident in Daegue. After the accident, the Korean government has been trying to prepare a nation-wide railway safety program, a safety organization, and a Safety Act. To construct a nation-wide railway safety management program, system architecture was established.

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This paper provides a comprehensive examination of a new measurement technique for detecting absolute train speed using two bogie inertial sensors which may be used to replace or supplement the conventional methods of deriving vehicle travelling speed from wheel/axle rotation as commonly seen in railway (as well as automotive) applications. The new method measures the speed from a time delay between the bounce motions of two wheelsets which are derived from the responses of a railway bogie to track excitations, in particular track irregularities that always exist in rail tracks. Two inertial sensors will be required and mounted onto a bogie frame to measure the bounce and pitch accelerations. The measured signals will be processed to produce estimated wheelset movements (i.e. the track irregularities) and the time shift between the two is then detected using cross correlation calculations which is directly related to the vehicle speed. Because the new technique is independent of the wheel/axle rotations, the measurement will not be affected by any wheel slip/side which often occurs in traction and braking, especially in poor adhesion conditions.

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The application of carbody tilting technology is the most efficient way to raise train speed during curve negotiation. This paper mainly deals with the dynamic performance simulation of the tilting train. Through the establishment of the nonlinear mathematical model for the titling train electromechanical coupled system, the carbody tilting control law, bogie radial steering mechanism, and titling train curving performance are investigated. The effect of time delay caused by the measuring and control system on the tilting performance of the train is analyzed, and the compensation methods for the time delay effect are studied.

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In order to decrease the lateral force generated in the railway vehicles in the curve sections, a simple steering system for the bolsterless bogie was developed. The mono-link with the actuator function is used, and an appropriate steering force is added to supplement self-steering characteristic of the wheel-sets. The authors have designated this system as an "assist steering system". In this paper, we report the result of fundamental running test in the test line. As a result, it was apparent that the average lateral force in the circular curve section decreased by approximately 30%.

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This paper describes a theoretical study on the integration of tilt and active lateral secondary suspension control issues relate to the system performance requirements, controller assessment approaches, modelling process and dynamics interaction analysis. Two dual-actuator control system configurations with classical decentralized controllers are presented. The work aims to improve the performance of a tilt controller based only upon local vehicle measurements by integrating the lateral active secondary suspension with the roll (tilt actuator). The effectiveness of the integrated control is illustrated via simulations and comparisons with previous modified nulling tilting control as well as the commercial precedence equivalent.

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This paper concerns mainly on the accelerated life test for railway vehicle bogie frame including test bench design and test loading spectrum design. Test bench is a dynamic system including hydraulic elements, kinematic joints, force elements and control elements. A hybrid rigid-flexible dynamic simulation model is introduced to design the loading mechanism and actuators layout. Vehicle system dynamics simulation is introduced to obtain loads histories for different operation events. The simulation data is extrapolated for test spectrum using multiaxial rainflow projection method.

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Recently, a car-body tilt mechanism using air springs has een employed even for Shinkansen trains to speed up on curved sections. This air-spring-type tilt mechanism is simple, although the tilt angle is limited in the range of ± 2 degrees. However, on the test train running on Tohoku Shinkansen at a speed of about 300 km/h, it was found that the car-body lateral vibration increased in the curved section with a vertical curve. In this study, an analytical model for the air-spring-type tilt mechanism was developed to clarify the increase in vibration experienced on the test train on a curved section overlapped with a vertical curve. Then, the vertical dampers between the car body and bogies were examined as a countermeasure. It was observed that the vibration phenomenon on the overlapped curve is caused by the vertical centrifugal force due to passage on the vertical curve and the unbalanced stiffness of the right and left air springs during car-body tilting.

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A new radial bogie named as a flexible coupled bogie with independently rotating wheels is put forward. By simulation analysis, the flexible coupled bogie surely takes on very good radial steering ability in complicated external condition. Contrast the flexible coupled bogie with the two-axle bogie and one-axle bogie, the dynamic performance of the flexible coupled bogie is provided with prominent dominance of the three bogies, which says that the new radial bogie with independently rotating wheels possess huge exploitation potential.

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The Series N700 is the first Shinkansen rolling stock to employ a body inclining system, which allows speed increases on curves while maintaining riding comfort. For use in the Tokaido Shinkansen, such a system needs to be light-weight and possess a reliable means to provide high precision position data. Reliability is a crucial factor when considering that the Tokaido Shinkansen operates a maximum of 13 train-sets per hour. In order to meet these requirements, the Series N700 adopts a simple and light weight air-spring based body inclining mechanism, which combines the new automatic train control (ATC) technology capable of providing reliable high-precision position data, and control transmission technology that simultaneously transmits position data digitally to all the cars in a 16 car trainset.

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Gauge widening has been set in order that rolling stock runs safely and smoothly on curved tracks. Recently gauge widening has been reduced due to the change of vehicle structures and track maintenance. The reduction of gauge widening may lead the decrease of steering ability of wheelsets and running safety of vehicles. The purpose of this study is to grasp curving performance and running safety when gauge widening was varied. Stand tests were carried out by a bogie test stand, and the authors concluded that the curving performance can be increased according to gauge widening, but the effect is limited in perfect rolling region, and not so effective for normal setting range.

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This paper deals with the potential of an active-steering bogie to reduce the marked lateral axle load that arises at the worn welded joints of the outer rail in a curved track when high-speed trains pass there. The shape of the worn joint called lateral 'angular bent' is modeled on the basis of measured irregularity shape of actual joints. Then, numerical simulation of running on a curved track is carried out with a two-axle bogie vehicle to compare an active-steering bogie and conventional non-steering bogie. The behavior of the vehicle is evaluated during passing the curve from the following point of view; that is decreasing the peak value of lateral axle load within the allowance limit and maintaining the running stability. To satisfy the requirements, wheelset supporting parameters and feedback gains for active-steering are optimized on a curved section of 400 m radius by the Genetic Algorithm. On the basis of the optimized wheelset supporting parameter values, additional sets of feedback gains, which are adjusted for the curves of different radii, are proposed. The numerical simulation shows that the vehicle with the active-steering bogies having the optimized parameter values has a potential to raise the operation speed up to the possible speed for tilting trains while satisfying the criterion of riding comfort.

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A railway wheelset experiences the problem of hunting motion above a critical speed, which is known as a flutter-type self excited oscillation owing to a nonconservative contact force. In this study, a stabilization control method for the hunting motion using a gyroscopic damper is proposed. It is theoretically clarified by linear eigenvalue analysis that a gyroscopic damper is effective in increasing critical speed of the hunting motion. Furthermore, the experiments using a simple single-car apparatus are conducted. The experimental results show the validity of the gyroscopic damper for the stabilization of hunting motion.

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For subway vehicle that runs through many curve sections, the demand to increase speed at curve sections is increasing. On the other hand, subway lines also have characteristics of small super elevation transition rate at transition curve sections, and wheel load reduction at the transition curve sections should be minimized, especially in an empty condition, since excessive wheel load reduction may cause a derailment of the vehicle. In this paper, the authors examine factors causing wheel load variation such as distortion of vehicle body or bogie. By full vehicle model stand test, the authors have confirmed that distortion of vehicle body would be the most effective factor for a bogie with air suspension.

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In order to get compatibility of speed up and safety for subway bogie truck, authors have developed new air suspension system such as differential pressure valve which is compensated proportional to air spring pressure, new air spring and new leveling valve. And the details of these equipments are introduced in "Development of Subway Bogie to Reduce Wheel Load Variation" of this paper fundamentally. In this paper, the practicability of these devices are evaluated in the field running test. Load deviation between empty car and fully loaded car would be a big issue for designing primary suspension of bogie to achieve the reduction of subway vehicle weight. Therefore, primary suspensions of bogiehould have both soft stiffness for empty condition and hard stiffness for loaded condition. In order to realize these characteristics of suspension stiffness, the newly designed coil spring with non-linear type has been developed for primary suspension. Comparing with conventional coil spring that has linear relationship of load against distortion of coil spring, the newly designed coil spring has the both characteristics of small gradient stiffness with light load and of large gradient stiffness with heavy load.

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Railway truck is necessary to have excellent curving performance as well as high speed hunting stability, but generally they are contrary to each other. In order to realize the compatibility, many trucks with passive steering mechanism have been studied. In order to realize further improvement of bogie steering ability on sharp curved track, active steering control can give effective performance. The truck treated here has simple but effective mechanism: Actuators are attached between the car body and bogie frames. If the truck frame is steered by actuators toward "radial steering position of the truck", the curving performance of the truck can be improved. This is the concept of active-bogie-steering (ABS) truck. In this paper, more detailed study and evaluation for ABS truck will be presented. Validity tests were carried out with the bogie on rolling test stand in NTSEL, which can simulate curving condition. Bogie parameters and steering actuator characteristics are elaborately identified in order to compare the experimental results with multi-body dynamics simulation. According to the test results and numerical simulation, the effectiveness of the proposed bogie mechanism and control are proved.

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With the increasing speed and lightening body of train, the interaction of high-speed train and air becomes more and more important. If the interaction increases the forces acting on the train, disastrous results such as overturning and derailment will be brought out. While because of the difference of research methods between vehicle system dynamics (VSD) and aerodynamics for a long time, they were studied as two independent systems individually. In the study of VSD, Lagrangian system of coordinates was usually used and in aerodynamics Eulerian system was adopted to. This makes it impossible to research the coupling interaction between high-speed train and air because when the structure moved, the material coordinates moved from its initial position to a new position, but the space coordinates were still in its initial position in Eulerian coordinates. In order to research the coupling interaction between high-speed train and air, a numerical method Arbitrary Lagrangian-Eulerian Method (ALE) is presented to analyze the train and air interaction problems in this paper. In ALE, the computational fluid dynamics (CFD) based on finite volume method is applied to compute the unsteady forces acting on the train. A program based on the vehicle-track coupling dynamics is used to simulate the dynamical response of the vehicles resulted from aerodynamic loads and rail irregularities. By exchanging information between CFD and VSD in due time, the moving boundary between train and air is deal with and co-simulation was realized. At last, the coupling interaction between train and air were studied in detail based on ALE.

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A basic study of flow controls using air blowing was conducted to reduce unsteady aerodynamic force acting on trains running in tunnels. An air blowing device is installed around a model car in a wind tunnel. Steady and periodic blowings are examined utilizing electromagnetic valves. Pressure fluctuations are measured and the aerodynamic force acting on the car is estimated. The results are as follows: a) The air blowing allows reducing the unsteady aerodynamic force. b) It is effective to blow air horizontally at the lower side of the car facing the tunnel wall. c) The reduction rate of the unsteady aerodynamic force relates to the rate of momentum of the blowing to that of the uniform flow. d) The periodic blowing with the same frequency as the unsteady aerodynamic force reduces the aerodynamic force in a manner similar to the steady blowing.

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In order to predict and control wheel/rail impact noise due to discontinuities such as wheel flats, rail joints and rail welds in Chinese raised-speed railway, a model which could simulate wheel/rail impact noise is set up based on the vehicle-track coupled dynamics theory and the sound radiation theory. The acoustics performances of wheel/rail impact noise had been studied in frequency and time domain. The results demonstrated that discontinuities such as wheel flats and rail welds in Chinese raised-speed railway which cause wheel/rail impact noise are important sources; the impact noise due to wheel flats and rail welds is related to the train speed and geometry of wheel/rail surface defects.

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Air velocity and pressure distributions on the sides of 16-car high-speed trains both in open and tunnel sections are measured to investigate the flow structure around the trains. It was found that the air velocity in the narrower space between the train side and the tunnel wall gradually decreases from the head toward the tail of the train while that in the other wider space increases, and that the features of the velocity and pressure fields observed on board in tunnel sections can be also detected from the ground.

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In the present study, the electrical sliding wear behavior of eight copper-based alloys was investigated by a pin-on-disc tribometer. Various copper-based alloys in the form of cylindrical rod were forced to slide against a counterface stainless steel disc in air under unlubricated condition at a sliding velocity of 31.2 km/h under normal load up to 20 N with and without electric current. The worn surface and wear debris of the specimens were studied by scanning-electron microscopy. Mechanical wear and electrical arc erosion were the dominant wear mechanisms for the alloys worn at 50 A. Considering both electrical conductivity and wear resistance, CuCrZr is a promising candidate as the contact wire material for electric railway systems.

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Railway transport has been developed for a variety of requirements with a diversity of studies and technologies in recent years. In particular, the intercity railway transport that can be operated at speed of more than 350 km/h is the goal for the railway industry. Due to vibration and drag forces at high speed, contact force variation occurs between pantograph and catenary. This variation also causes instability in the pantograph and catenary interaction. In this study, multibody dynamics analysis is used to model the catenary. The integration of the catenary model and the pantograph model in the simulation flow produces contact force variations. A sinusoidal feed forward force and a simple feedback control force are applied to control the wave-like contact force fluctuations by means of active dampers. Evaluation of the combination of active control forces will produce optimized forces that may be able to maintain, thus improve the contact force variations.

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In the D.C. railway system in Japan, the arc breaking of the contact wire at air section (AS, generally called as "insulated overlap") sometimes happens. Such a phenomenon causes heavy traffic confusion and it is required to propose some countermeasures as soon as possible. In this paper, firstly, the experimental results to clarify the arc breaking phenomenon of the contact wire are shown. Based on the experimental results, secondary, the possible candidates of the countermeasures to avoid the contact wire arc breaking at AS are proposed and explained. Some of the candidates are now under investigation, development and construction in the practical railway system of JR East. Lastly, the effect of the AS voltage difference suppression on the risk reduction of the contact wire arc breaking is calculated and evaluated.

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When train stops at an insulated overlap of feeding sections in a DC electrified railway system, heat due to arcing or due to large current flowing between sections sometimes melts and serves the contact wire that supplies electric power to pantographs. Then we developed high-heat radiation catenary whose main equipment is aluminum-case, and which is hard to break by arc. We installed development on the overlap of simple catenary and we performed running tests using a pantograph. From the tests, we confirmed that there is no problem on the point of current collection performance. This paper describes outline of developments and current collection tests.

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This paper summarizes the development of a portable track-condition-monitoring system for easy installation on in-service vehicles. In this system, rail irregularities are estimated from the vertical and lateral acceleration of the car body. The roll angle of the car body, calculated using a rate gyroscope, is used to distinguish line irregularities from level irregularities. Rail corrugation is detected from cabin noise with spectral peak calculation. A GPS system and a map-matching algorithm are used to pinpoint the location of faults on tracks. Field test using in-service vehicle was carried out to evaluate the developed system. The results show that the condition of rail irregularity and rail corrugation can be estimated effectively.

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In this research, we have developed the method to estimate a status of wheel tread by using the structure noise from Shinkansen.

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Three inertial measurement processing techniques were developed to measure the longitudinal level of tracks using devices mounted on commercial shinkansen trains. Two techniques employ digital processing and are labeled as the "Frequency variable difference filter" and the "Speed variable moving summation". The other technique employs analogue processing using a frequency variable low-pass filter. Test results confirmed that all methods are able to directly calculate a 10 m versine longitudinal level with high precision without any waveform distortion. An experimental prototype of a digital inertial device applying the "Frequency variable difference filter" with small hardware load was made, and a test was conducted to confirm its performance. As a result, the output of the prototype achieved good correlation with data from the existing track geometry car.

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The paper introduces the new method to estimate vertical gauge irregularity from accelerations of the bogie using ICA (Independent Component Analysis), and examines the performance through the numerical simulation of a travelling bogie. For safety on railway systems, techniques to estimate the gauge irregularity and identify the dynamical properties of the railway vehicles are required, however they are complicated. The authors propose to apply ICA to monitor the railway system. ICA only presumes the independency of source signals, so no parameters of mixing process is required. Therefore, it is expected that ICA can identify the gauge irregularity without specifications of railway bogie. To simplify the discussion, only the vertical and pitch motions of the bogie are considered, while the dynamics of the car body is neglected. The velocities and the displacements are calculated by integrating and double integrating the measured accelerations, respectively. They are treated as parts of the observed data sets as well as the accelerations. By using ICA, the similar shape to the input irregularity is estimated, and it is shown that the ICA is effective to monitor the railway system.

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This paper demonstrates the possibility to detect suspension failures of railway vehicles using a multiple-model approach from on-board measurement data. The railway vehicle model used includes the lateral and yaw motions of the wheelsets and bogie, and the lateral motion of the vehicle body, with sensors measuring the lateral acceleration and yaw rate of the bogie, and lateral acceleration of the body. The detection algorithm is formulated based on the Interacting Multiple-Model (IMM) algorithm. The IMM method has been applied for detecting faults in vehicle suspension systems in a simulation study. The mode probabilities and states of vehicle suspension systems are estimated based on a Kalman Filter (KF). This algorithm is evaluated in simulation examples. Simulation results indicate that the algorithm effectively detects on-board faults of railway vehicle suspension systems in realistic situation.

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Rolling stock has been generally inspected and maintained on the basis of the preventive maintenance. However, the reliability of the sensors and information technology has drastically improved, and with this background the objective of this research is to develop the condition monitoring system for the bogies of the Shinkansen cars. This paper analyzes vibration states of the front bogie and the rear one in the same car when one bogie has some fault in its parts. For examining the details of the vibration characteristics of the bogie with some fault modes, experiments simulating some fault modes in bogie parts are conducted in the rolling stock test plant at Komaki Research Center of CJRC. Through this analysis we present an algorithm for detecting faults in some rotational parts of bogies which is based on the statistic analysis of vibration acceleration during some period. From the results of these experiments, we can show the reliability and the validation of this scheme for monitoring conditions of Shinkansen bogies.

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Taking the high-speed train body as case study in the paper, a new method is put forward to obtain the structure dynamic stresses using dynamic response analysis, in which the acceleration-time history measured by actual operation testing of train on line is taken as exciting source, and then the dynamic response analysis is performed by finite element method. So that, the dynamic stress-time history at the locations concerned for the body structure can be yielded, and used to predict the fatigue life and its reliability for the structure.

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For train speed-up, resonance response of structures and these environmental performance of it such as ground vibration and noise are critical issues from the viewpoints of safety and serviceability, respectively. To adequately tackle these issues, the vibration properties of structures must be thoroughly understood on an each member. In this study, we estimated the vibration mode shape and the natural frequency of RC rigid frame railway viaducts based on results of simultaneous multipoint measurement and proposed an estimation method for member vibration.

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In order to appropriately conduct maintenance of railway bridges with progressed deterioration, 1) Understanding the actual behavior of bridges under the passing train loads, and 2) Identifying vibration characteristics such as the natural frequency, damping ratio and vibration mode shapes, are extremely important issues. In this paper, focusing on open deck bridges, a vibration monitoring method using the passing train loads is proposed. In order to verify the effectiveness of the proposed method, vibration measurement tests were carried out on an actual bridge and vibration characteristics were identified. Furthermore, by quantitatively evaluating the contribution rate of each mode component of actual behavior, the difference from the response characteristics of a general impulse hammer impact is clarified, and the significance of vibration monitoring using the passing train loads is discussed.

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In Japan, some railway accidents happened recently which indicated that certain measures are required against driver abnormality for prevent these kind of accident anymore. This paper describes the detection method, which we thought over, of driver's unusual maneuver like hold out the driving handle. And describes the test result of detection concerning driver's behavior with the Infrared Laser Ranging Sensor system and some high performance sensors on a railway full-scale simulator.

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The crew of a train operate the door-switch to open the door for passenger's getting on and off on platform, and if they make a mistake in operation, passengers may fall into a track. So, to avoid such a risk, we have developed the platform detecting system for one-man operation with ultrasonic wave sensor, which keeps passengers from human error of the crew.

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This paper introduces novel train-draft-cooling power converters developed by Central Japan Railway Company (JR Central) for the Shinkansen high-speed train. Due to the absence of blower motors, fans and liquid cooling mediums, the train-draft-cooling power converters for the Series N700, which made its commenced operation in July, 2007, realized a weight-reduction of about 220kg (10%) compared with conventional forced-ventilation-cooling power converters. This system will contribute to reductions in the greenhouse gases through disuse of cooling mediums and in energy consumption which accompanies the decrease in weight.

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We conducted a customer satisfaction survey of passengers of three lines in the metropolitan area. The aims of this paper are as follows: (a) to clarify factors constituting customer satisfaction with train schedules and their relative importance, (b) to test the possibility that ride-frequency of a passenger influences the degree of satisfaction with train schedules of a line, (c) to clarify the relationship between the level of the transport service to be provided daily to a passenger and his/her satisfaction with it.

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Accidents involving passengers, such as a train departing with a passenger caught between doors, or a train moving while a passenger's foot is caught between the platform and the train car, are frequent occurrences on many commuter railways. With the aim of improving platform safety, a new railway platform passenger safety system is now under development. This paper discusses the effectiveness and applicability of a system that uses curtain sensors to help prevent such accidents.

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Railenergy (Innovative Integrated Energy Efficiency Solutions for Railway Rolling Stock, Rail Infrastructure and Train Operation) is a European Commission sponsored project with the overall objective to increase the energy efficiency of the railway system thus contributing to the reduction of life cycle costs of railway operation and of CO_2 emission. The 27 project partners (railway manufacturers and operators, infrastructure managers, sub suppliers, universities, institutes and consultants) investigate, develop and validate solutions ranging from the introduction of innovative trackside and traction technologies, components and layouts to the development of rolling stock, operation and infrastructure management strategies.

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Safety is our first mission. To insure the safety railway operation, we have to keep in touch between the on board crews and dispatchers. The train radio is the key technology to tie between them. The radio we have been operated for 20 years, which is used sound technology and not ready for data communication, and the voice distinction is worse than the modern digital radio. We have some reasons to convert to the digital radio. The first, the voice will be clearer than ever. The second, we can realize the data communication. The third, the bandwidth is narrower than the current system and we can divide from one communication channel to 2 channels. But before we step forward to digital radio system, we have to make strategy to convert to digital, because the current analog radio stations both fixed and mobiles-are huge numbers and change to digital system gradually. If we can change analog to digital easily, it will be the easiest way to convert to newer system. At that point of view, we noticed that software defined radio can change the radio type by changing the software on the common hardware platform. In this paper we describe about newly developed train radio using software defined radio (SDR) technology, synchronized between radios via the Ethernet, encryption method for data communication and resolution IP address from train number.

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The light rail vehicle with linear Induction Motor (LIM) bogie, which is a new type of urban rail traffic tool, has the advantages of low costs, wide applicability, low noise, simple maintenance and better behavior on climbing and curving. This vehicle is not driven by the adhesion force between the wheel and rail, and is driven by the electromagnetic force between LIM and reaction plate, while supported and guided by wheel and rail. In this paper, three different types of suspension and their characteristic are discussed with considering the interactions both between wheel and rail and between LIM and reaction plate. A nonlinear mathematical model of the vehicle with LIM bogie is set up by using the software SIMPACK, and the mechanical electric model is also set up on Simulink roof. Then the running behavior of the LIM vehicle is simulated, and the influence of suspension on the vehicle dynamic performance is investigated.

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A number of steel railway bridges have been constructed in Japan. Thin steel members used for the bridges easily tend to vibrate and generate structure-borne noise. Accordingly, the number of constructions of steel railway bridges tends to decrease in the urban areas due to environmental aspects. Then, as a countermeasure against structure-borne noise derived by steel railway bridges, we developed a new type of the steel railway bridge equipped with a floating-ladder track and a floating reinforced-concrete (RC) deck. As a result of train-running experiment, it became apparent that the new steel railway bridge constructed of double floating system has reduced a vibration velocity level of 10.5 dB(A) at main girder web as compared with a steel railway bridge constructed on directly fastened track.

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The railway is greatly paid attention because of its environmental performance. In particular, the Tokaido Shinkansen has the advantages of producing low CO2 emissions, consuming low amounts of energy and being a highly efficient method of high-speed transportation. In case of carrying a passenger from Tokyo to Osaka, the amount of CO2 emissions by the series 700 is a tenth, compared with the Boeing 777-200. The environmental performance of the series N700 is much more improved than that of the series 700. This paper introduces the environmentally-friendly technology of the series N700 and its effect on reducing energy.

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This paper presents a numerical method to construct transmitting boundaries for periodic structures. To achieve this, the Floquet transform is utilized. The developed method is applied to a, periodically supported rail having a finite irregular zone subjected to harmonic loads. Through comparison with the present method and the conventional way of very long but finite railway modeling, the superiority over the truncated model is demonstrated.

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In order to reduce the pantograph noise that greatly contributes to overall noise, we have developed two types of low-noise pantograph. Further noise reduction was realized by increasing the effects of attenuation of the pantograph noise insulation plate, and by using only one pantograph per train set. A multi-segment slider was also developed to increase the performance of following the overhead contact wire, which is imperative or essential when running with only one pantograph per train set. These countermeasures for pantograph noise have been installed on the FASTECH 360 (high-speed test trains of East Japan Railway Company). The measurement results by using a microphone array show that the pantograph peak noise is reduced by more than 2dB compared to that of the series E2-1000, trains now in operation.

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To protect the equipment from a high voltage when the regeneration voltage rises more than constancy, the regenerative brake does the control that narrows the regenerative electric power. To understand the operation situation of a present regenerative brake, the system that collected and analyzed the operation of the vehicle was constructed, and we collected and analyzed the data of the train in commercial operation for several years. As a result, it has been understood that the regenerative electric power is greatly narrowed when applying the brakes in the section where the driving density of the train is low. Then, the operation availability of the regenerative brake was improved by 7% on the average by changing the pattern that narrowed the regenerative electric power to the control that began narrowing of a voltage that was higher than a present setting, and the power attenuation was able to be decreased by 33% on the average.

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