Japanese National Railways Research Articles

The Observation of Epidemic Specific Type of Acente Pharyngitis

Between the period of Sept. to begining of Nov. 1962, acute catarrhalic oedematic inflammation of pharyngeal mucous membrane, localized at arcus palatopharyngeus, arcus palatoglossus and uvula were observed in our clinic. Some of them had thin pseude membrane on the epipharynx or the back surface of the uvula. They were treated with the antibiotics at the department of Otorhinolaryng. of the Japanese National Railways Hospital in Osaka, especially in the Umeda branch hospital (Umeda. 54 cases in total 63 cases). The circumstance of occuring, condition, process and treatment of this disease were discussed and we have advanced that was a specific type of epipharyngitis.

A Family Planning Program in a Large Population Group: The Case of the Japanese National Railways

N most of our family planning studies we found it both expedient and sufficient to deal with relatively small groups of people. This is one of the reasons why, successful as our programs have been, family planning groups in Asian countries outside Japan have not seen in our techniques and methods a ready means of dealing with the complexities and vastness of their family welfare problems. In Japan, too, we are concerned with the question of how to bring successful contraceptive practice to large groups of people because, although we have set an historical record in the extent and rapidity of the decline in our national birth rate, abortion has played and continues to play too great a role in this phenomenon. Whereas small family planning programs do not necessarily require a complex formal administrative set-up in dealing with large population groups, the structure and organization of the guiding team are of paramount importance. Thus, in its attempt to spread family planning practice among large segments of the population, the Japanese Government is utilizing the existing public health administrative organization. The basic family limitation plan is formulated by the Bureau of Public Health of the welfare department of the central government, from whence it is passed on, together with a monetary appropriation, to the health department of each prefectural government. To implement the plan the health centers, about 500 in number scattered all over the country, oversee the work of some 50,000 case workers, most of whom are midwives. Be-

Analysis and Geologic Interpretation of Sonic Survey on the Western Passage of Tsugaru Strait, Japan (1)

Various methods now available are employed by the Japanese National Railways in last 12 years to obtain informations on geology of the Tsugaru Strait between Hokkaido and Honshu (Main Island) for a project to drive an under-sea tunnel.In 1959 a sonic survey was carried out with the continuous seismic profiler (So-called Sparker) of Marine Geophysical Services International Inc., U. S. A. Important records brought by this relatively new technique enabled us to revise geologic knowledge of the strait hitherto mapped.In the first part of this paper, a procedure taken by authors to analyse the obtained sonic records will be presented.§ 1. Procedure for analysing C. S. P.'s records.1) All patterns due to diffractions or abnormal reflections are reduced from records, and only those reflections from physical boundaries showing geological structure are piked up.2) By comparing these picked up reflections with clreaged samples or drilled cores so far already obtained from the sea bottom, it can be determined to what rock or formation they correspond. If we have no bottom rock samples to be compared with records, we must find similar patterns among many records on neighbouring survey lines, and temporary assumption on rock or formation will be made.3) On every intersection point of two survey lines, after the depth of water and the charactor and apparent thickness of rock or formation are checked to see if they coincide with each other, the dip direction should be determined on every bedding plane, and the strike and true dip of that is calculated by equation (5) on page 15.4) For these calculations, every survey line must be exactly positioned. If remarkable mispositioning is found by the above checks, the real track of the survey boat should be supposed by the relief of the sea bottom expressed in C. S. P.'s record, comaring with previously drawn detailed sea-bottom contour map.(scale 1: 20, 000, conters interval every 2 meters)5) Faults, unconformities, synclinal and anticlinal structure can easily be found on well “Sparkered” records, and their extension will be traced considering the distribution of strike and dip.6) All the date thus obtained are expressed into a geological map and, if necessary, the thickness of bed or formation is calculated by equation (6)&(7) on page 17 and geological section profiled.

国鉄における旅客車の動向

国鉄における旅客車の動向

Cr-Mo鋼における小形ならびに大形部材断面各部の機械的諸性質の比較

Concerning Cr-Mo steels used actually for motor shafts, etc. by Japanese National Railways, we examined their mechanical properties with the same test material, especially tensile strengths, strains, contractions and rotational bending fatigue strengths.As a result of our experiments, in which we compared the effects of the difference of forging ratio and heat treatment conditions, or those of standard specimens and sectional parts of large size materials given on statical tension and fatigue strengths, we found various differences in data.About the standard specimens, we could not find any difference in influences of heat treatment conditions on statical tension data. But the fatigue strengths of materials oil-or water-tempered were larger than those of materials air-tempered.Also, the effects of the difference in forging ratio did not appear in the statical tension experiments, but appeared a little in the rotational bending fatigue tests.On the other hand, about the sectional parts of large size specimens (840°C HWQ-680°C OT or AT), we found fairly large differences, namely in yielding p't σs, tensile strength σB, and fatigue strength σwb; data of outer layer parts were larger than those of inner parts.The tensile strength was in a range of 78-92kg/mm2, and the fatigue strength was about 37-41kg/mm2.

On the Application of Earplugs in the Noise Workships of the Japanese National Railway Factories

On the Application of Earplugs in the Noise Workships of the Japanese National Railway Factories

A treated report of malignant tumour with cobalt-60 multicurie rotational teletherapy: Osamu Sekiguchi and Satomi Yamamoto, Department of Radiology, Central Railways Hospital, Japanese National Railways

A treated report of malignant tumour with cobalt-60 multicurie rotational teletherapy: Osamu Sekiguchi and Satomi Yamamoto, Department of Radiology, Central Railways Hospital, Japanese National Railways

Under-Sea Geological Survey by J. N. R.

Japanese National Railways, famous for its Kammon undersea tunnel, is now carrying out his next marine geological survey in three localities, i. e. Tsugaru, Akashi and Naruto Straits. We can have much more useful methods than in Kammon days, and so the secret of deeper, wider, and rapidswifting sea bottom is revealed step by step by tight combination of all possible survey works.

クラウニングした歯車の歯元応力に関する一実験

As the countermeasure for the teeth failures in the nose-suspended type traction gears of the Japanese National Railways which are caused by the end tooth bearing, the pinions are heavily crowned in order to prevent the end tooth bearing. As the degree of crowning is extremely great, the tooth bearing of such crowned gear is localized and the method of calculation of gear stress in such gear is not established up to the present time.The author has derived a theoretical method of calculation of gear stress in the heavily crowned gear, and recently conducted an experiment in order to measure the lengthwise distribution of gear stress while the electric locomotive, equipped with a crowned traction gear, was running. The results are as follows:(1) It was demonstrated by the experiment that, in order to calculate the stress of traction gear which is heavily crowned so as to prevent the end tooth bearing, it would be proper for us to use the solution of the theory about two elastic bodies in contact with each other as the load of tooth face and then to apply the theory of a very long cantilever plate with infinite width.(2) In this experiment with the ground traction gear of the electric locomotive having the traction motors mounted on bogies and the gears installed rigidly on axles, the distribution of the values of the ratio (dynamically added load+statical load) versus (statical load) was widely scattered due to the high acceleration of the unsprung masses, its maximum value being 2.45 and minimum value 0.85 in the test range of locomotive speeds below 55km/hr, namely under 11m/sec of the circumferential speed of pitch circles of gears.

EFFECT OF TEMPERATURE AND HUMIDITY DURING CURING ON STRENGTH OF CONCRETE CONTAINING FLY ASH

This paper discusses the results of studies on the effect of temperature and humidity during curing on strength of concrete conducted at the Onoda Cement Company Research Laboratory, Japanese National Railway Technical Laboratory and the Civil Engineering Department of University of Tokyo. Results of strength tests of concretes containing various brands of fly ash cured at varying temperatures in the range of 10° to 30° centigrade and at varying humidities are described and it is concluded that (1) curing at high temperatures adversely affects long-term strength of concrete, but judicious use of fly ash is beneficial as it considerably alleviates the ill effects, and (2) the effect of temperature and humidity during curing on strength of concrete containing fly ash was practically the same with the majority of seven brands of fly ash sold on the market except with one brand where peculiar results were recognized.

釣掛式電動機装荷方式における電車用片当り防止歯車

The gears, which are used in the nose-suspended motor of a motor car, necessarily come to mesh at the end of face width on account of the mechanism of motor suspension. This mechanism is usually the cause of gear tooth failures. In order to prevent the gear tooth failures, the traction gears of motor cars of the Japanese National Railway are crowned. From the results of investigations to introduce the method of deciding the form of crowning of gear, the author found that the total length of the face width of the nose suspension type traction gears used at present does not share the load effectively. Thereupon, the author tentatively designed the gear, which has the face width reduced to 2/3 and is crowned.Further, the author designed the tentative gear which is divided into two pieces, gear rim and gear boss, which are connected by the compression type rubber unit buffer. In this gear the gear rim can displace itself in relation to gear boss and the uniform tooth bearing all over the face width can be expected.These two kinds of gears which were manufactured to prevent the gear tooth failures were set on the axles of motor car, and the running experiment to test the functions of the gears were carried out. By measuring the fillet stresses with the wire resistance strain guages, the author confirmed that the trial gears had the expected functions. The results are as follows:1. In the crowned gear with reduced face width, the load is shared over all the length of the face width effectively, and the maximum fillet stress of the gear tooth appeared at the middle of the face width and was of sufficiently safe magnitude.2. The gear having the compression type rubber unit buffer has the uniform tooth bearing all over the face width, and the function to prevent the uneven contact was confirmed.These gears fabricated for trial are being tested for practical use at present.

On the Rational Evaluation of Railway-Track Irregularity and the Determination of its Allowable Limit

Since some years the irregularity index of railway-track has been adopted as a measure by which the track conditions are discriminated and the maintenance of railway-track is put in rational practice by Japanese National Railways authorities. In this paper we shall discuss some properties of this index and present a new measure named relative entropy which has an intimate relationship with the vibration of running car, and explain on the determination of the allowable limit of our irregularity measure related to the velocity of car.

23kV Old Type Circuit Breakers Installed in the Japanese National Railway Power Systems

23kV Old Type Circuit Breakers Installed in the Japanese National Railway Power Systems

Telephon operating labor and Menstruation. I.

We investigated the menstruation of the telephone-operators in Japanese National Railways. A questionaire method was applied, which was repeated every month from June 1948 to May 1949. This is an interim report for 7 months.(1) 276 operators at two telephone operating offices in Tokyo were investigeted, where majority of the examinee were 16-21 years of age. They averaged 3.9 y. on service of Railway, but their experience as operator was 2.6 y. in consequence. of the redistribution after the war.(2) The average age of the first menstruation was found M±σ= 15.45±1.22 y., and in its distribution frequency by age, majority (75.8 %) concentrate in 14-16 y., having its peak at 15 y.(3) The average length of menstruation cycle was, M±σ=31.75±8.66 days (with 'dpeak of distribution at 31 days), and the average cycle transition, M±σ=17, 8±12, 01 ays.(4) If we classify the menstruation, cycle of whichis 23-40 days and transition is within 20 days, as the regular type, and otheres as irregular, the occurrence frequency of the former is 45.5 %(5) The menstrual duration is 4, 60 days on an average and its S.D. is 1.38 day.The duration, types could be classified as follows :There was found on correlation between the duration type and the cycle type.(6) The objective inference Of the menstrual blood was unsuccessful.(7) The accompanied Symptoms of Menstruation were very higt in its occurrence, i. e. reported of in 8.8 % of the whole sample. Itemi4ing them, ache of lower abdomen was 45.8 %, headache 27.6 %, huckleache 17.2 %, etc.(8) The labour in menstrual period, therefore, was more for less painful, but the grade of pain was moderate in 62.1 % of operators.(9) The operators who had to be absent from their service in the menstrual period were 32.3 % of all. In number of days, 2 day's absence amounted to 47.5 % of those operators, which is the highest percentage of absence.