Swelling Characteristic and Upheaval Mechanism of Smectite-bearing Crush Zone in Crystalline Schist

Abstract. Changing land use is an increasingly important issue as human habits, behaviors, and needs change. There has been an increase in land and agricultural abandonment in some places of the world. In Japan, movement of the population from rural to urban areas have resulted in much land and agricultural abandonment. In 2016, a land ministry survey showed that 4.1 million hectares of land in Japan had unclear ownership, with farmland making up 16.9% of the total. As vegetation cover changes after land abandonment, this temporal and spatial effect may have important effects on geomorphic processes such as landslide susceptibility and landslide kinematics.Here we track long-term land use changes over vegetated landslide areas of the Sanbagawa and Mikabu Belts of Shikoku Island, Japan. The Sanbagawa and Mikabu Belts are metamorphic belts that run across Southwest Japan, and are home to numerous large crystalline schist landslides, including the widely-studied slow but continuously moving Zentoku landslide. Villages and communities have been built on these landslide areas due to historical and cultural factors, as well as the fertility of the soil. Consequently, given the changing land uses including land abandonment in these landslide areas over time, we use long-term high-resolution land cover vegetation datasets to examine first the long-term land use changes, and then use statistical methods to explore their relationships with landslide susceptibility and kinematics. Mapping of spatial data and their analysis using GIS constitute a core part of the research. The results suggest interconnections between land use changes and land movement.

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Determination of Selected Crash Parameters in Head-on Vehicle Collision with Rollover

PROMET - Traffic&Transportation ◽

10.7307/ptt.v28i1.1650 ◽

2016 ◽

Vol 28 (1) ◽

pp. 71-79

Author(s):

Tomáš Coufal ◽

Marek Semela

Keyword(s):

Traffic Accident ◽

Crash Test ◽

Accident Reconstruction ◽

Vehicle Collision ◽

Reconstruction Software ◽

Vehicle Rollover ◽

Head And Neck Injury ◽

Small Overlap ◽

Crush Zone

The paper presents complete results of the head-on small overlap crash test of vehicle with driver moving at a speed of approximately 12 m/s against stationary vehicle with post-crash rollover. When a crash does not involve the main crush-zone structures, the occupant compartment is not well protected. The emphasis in the paper was put on determination and presentation of crash parameters for the application in traffic accident analyses and for simulation with the help of software for accident reconstruction. The experimentally measured data from the crash test were analysed and important crash parameters which are necessary for accident reconstruction were obtained. The crash test was specific because of rollover of the impacting vehicle resulting from small overlap. The results have shown that small overlap accident is extremely dangerous for the crew with the possibility of vehicle rollover and occupant head and neck injury. Also in this case, at relative low speed, the driver suffered light neck and head injury in the following days and the longitudinal damage was relatively large. The input parameters for accident reconstruction software as the result of performed crash test were gained.

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Geochemistry of arc volcanic rocks of the Zagros Crush Zone, Neyriz, Iran

Journal of Asian Earth Sciences ◽

10.1016/s1367-9120(00)00012-2 ◽

2001 ◽

Vol 19 (1-2) ◽

pp. 61-76 ◽

Cited By ~ 68

Author(s):

H.A. Babaie ◽

A.M. Ghazi ◽

A. Babaei ◽

T.E. La Tour ◽

A.A. Hassanipak

Keyword(s):

Volcanic Rocks ◽

Crush Zone

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Crush zone size dependence on charge size

10.1063/1.50629 ◽

1996 ◽

Author(s):

W. L. Fourney ◽

X. J. Wang ◽

R. D. Dick

Keyword(s):

Size Dependence ◽

Zone Size ◽

Crush Zone

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On the crystalline schist dredged at a point on the southeast of Hawaii

The Journal of the Geological Society of Japan ◽

10.5575/geosoc.83.243 ◽

1977 ◽

Vol 83 (4) ◽

pp. 243-243 ◽

Cited By ~ 1

Author(s):

Isamu NAKAYAMA ◽

Sho TAKANO ◽

Tsunemasa SHIKI

Keyword(s):

Crystalline Schist

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Crash Energy Management Crush Zone Designs: Features, Functions, and Forms

ASME/IEEE 2007 Joint Rail Conference and Internal Combustion Engine Division Spring Technical Conference ◽

10.1115/jrc/ice2007-40051 ◽

2007 ◽

Cited By ~ 2

Author(s):

Michelle Priante ◽

Eloy Martinez

Keyword(s):

Energy Management ◽

Large Scale ◽

Functional Performance ◽

Equal Mass ◽

Design Strategies ◽

Lateral Buckling ◽

Passenger Train ◽

Alternative Design ◽

Energy Absorbers ◽

Crush Zone

On March 23, 2006, a full-scale test was conducted on a passenger train retrofitted with newly developed cab and coach car crush zone designs. This test was conducted as part of a larger testing program to establish the degree of enhanced performance of alternative design strategies for passenger rail crashworthiness. The alternative design strategy is referred to as Crash Energy Management (CEM) where the collision energy is absorbed in defined unoccupied locations throughout the train in a controlled progressive manner. By controlling the deformations at critical locations, the CEM train is able to protect against two very dangerous modes of deformation: override and large scale lateral buckling. The CEM train impacted a standing locomotive-led train of equal mass at 30.8 mph on tangent track. The interactions at the colliding interface and between coupled interfaces performed as designed. Crush was pushed back to subsequent crush zones, and the moving passenger train remained in-line and upright on the tracks with minimal vertical and lateral motions. This paper evaluates the functional performance of the crush zone components during the CEM test. The paper discusses three areas of the CEM consist: the leading cab car end, which interacts with a standing locomotive; the coupled interfaces, which connect the CEM non-cab end; and the trailing cab car end, which interacts with the attached trailing locomotive. The paper includes a description of the crush zone features and performance. The pushback coupler must absorb energy in a controlled progressive manner and prevent lateral buckling by allowing the ends of the cars to come together. The deformable anti-climbers are required to resolve non-longitudinal loads into planar loads through the integrated end frame while minimizing the potential for override. The energy absorbers must absorb energy in a controlled progressive manner. The engineer’s space must be preserved so that the engineer can ride out the event. The passenger space must be preserved so that the passengers can ride out the event. The prototype CEM design presented in this paper met all the functional design requirements. This paper describes how the crush zones perform at three different interfaces. Areas for potential improvements include the design of the primary energy absorbers, the placement of the engineer’s compartment, and the interaction between the last coach car and the trailing locomotive.

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Train-to-Train Impact Test of Crash Energy Management Passenger Rail Equipment: Structural Results

Rail Transportation ◽

10.1115/imece2006-13597 ◽

2006 ◽

Cited By ~ 7

Author(s):

David Tyrell ◽

Karina Jacobsen ◽

Eloy Martinez ◽

A. Benjamin Perlman

Keyword(s):

Energy Management ◽

Large Scale ◽

Equal Mass ◽

Full Scale ◽

Full Scale Test ◽

Design Strategies ◽

Alternative Design ◽

Passenger Rail ◽

Scale Test ◽

Crush Zone

On March 23, 2006, a full-scale test was conducted on a passenger rail train retrofitted with newly developed cab end and non-cab end crush zone designs. This test was conducted as part of a larger testing program to establish the degree of enhanced performance of alternative design strategies for passenger rail crashworthiness. The alternative design strategy is referred to as crash energy management (CEM), where the collision energy is absorbed in defined unoccupied locations throughout the train in a controlled progressive manner. By controlling the deformations at critical locations the CEM train is able to protect against two dangerous modes of deformation: override and large-scale lateral buckling. The CEM train impacted a standing locomotive-led train of equal mass at 31 mph on tangent track. The interactions at the colliding in Interface and between coupled interfaces performed as expected. Crush was pushed back to subsequent crush zones and the moving passenger train remained in-line and upright on the tracks with minimal vertical and lateral motions. The added complexity associated with this test over previous full-scale tests of the CEM design was the need to control the interactions at the colliding interface. between the two very different engaging geometries. The cab end crush zone performed as intended because the locomotive coupler pushed underneath the cab car buffer beam, and the deformable anti-climber engaged the uneven geometry of the locomotive anti-climber and short hood. Space was preserved for the operator as the cab end crush zone collapsed. The coupled interfaces performed as predicted by the analysis and previous testing. The conventional interlocking anti-climbers engaged after the pushback couplers triggered and absorbed the prescribed amount of energy. Load was transferred through the integrated end frame, and progressive controlled collapsed was contained to the energy absorbers at the roof and floor level. The results of this full-scale test have clearly demonstrated the significant enhancement in safety for passengers and crew members involved in a push mode collision with a standing locomotive train.

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Correlation between color measurement and alteration of drilling core in the fault crush zone

GEOINFORMATICS ◽

10.6010/geoinformatics1990.10.2_86 ◽

1999 ◽

Vol 10 (2) ◽

pp. 86-87

Author(s):

Toyokazu KAWASAKI ◽

Kazuhiro YAMAGUCHI ◽

Takuya TAKADA ◽

Takabumi SAKAMOTO ◽

Yousuke NOUMI

Keyword(s):

Color Measurement ◽

Drilling Core ◽

Crush Zone

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The Relationship Between Underground Erosion and Landslide Movement in a Crystalline Schist Landslide, Zentoku, Tokushima, Japan

Landslides ◽

10.3313/jls1964.34.9 ◽

1997 ◽

Vol 34 (2) ◽

pp. 9-16_1 ◽

Cited By ~ 2

Author(s):

Gen FURUYA ◽

Kyoji SASSA ◽

Hiroshi FUKUOKA ◽

Hiromasa HIURA

Keyword(s):

Crystalline Schist ◽

The Relationship ◽

Landslide Movement

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Rb–Sr Geochronology of the Hida metamorphic belt, Japan

Canadian Journal of Earth Sciences ◽

10.1139/e70-134 ◽

1970 ◽

Vol 7 (6) ◽

pp. 1383-1401 ◽

Cited By ~ 21

Author(s):

K. Shibata ◽

T. Nozawa ◽

R. K. Wanless

Keyword(s):

Granitic Rocks ◽

Metamorphic Event ◽

Crystalline Schist ◽

Metamorphic Rocks ◽

Schist Belt ◽

Metamorphic Belt ◽

Early Mesozoic ◽

Mineral Isochron ◽

Middle Paleozoic ◽

Later Phase

Rb–Sr whole-rock and mineral isochron ages have been determined for metamorphic and granitic rocks of the Hida metamorphic belt. The results indicate that an extensive metamorphic event together with plutonic activity took place within the belt during the latest Paleozoic – early Mesozoic period. The older ages of 220–250 m.y. represent an earlier phase of the metamorphism, whereas the younger ages of 170–180 m.y. represent a later phase. The Funatsu granitic rocks yielded a whole-rock isochron age of 176 m.y. with an initial 87Sr/86Sr ratio of 0.7056. This age is believed to indicate the time of original emplacement, and the rocks are considered to represent late-kinematic intrusion in the Hida belt.Some information on the middle Paleozoic metamorphism in the Hida Mountains was obtained from the isochron study. The whole-rock isochron age of 412 m.y. for the metamorphic rocks of the Fujibashi area may be considered, although not confirmed, to indicate the time of older metamorphism. The Omi Schist of the Circum–Hida crystalline schist belt, which belongs to the glaucophanitic type of metamorphism, gave a mineral isochron age of 350 m.y. thereby providing evidence of mid-Paleozoic metamorphism.The initial 87Sr/88Sr ratios for the whole-rock samples of the Hida metamorphic belt are found to be generally low, i.e. 0.705–0.708. This is especially so for the metamorphic rocks from the northern part of the belt where the lowest values were found.

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