Second Keihan Highway (Rakunan Highway, Kyoto-South Highway) Direct Connection between Kyoto and Osaka, a New Road Providing Support for our Livelihood Second Keihan Highway under Construction Construction of the Second Keihan Highway The Second Keihan Highway runs from Kyoto City, Fushimi-ku, Yoko-oji Shimomisu to Osaka Prefecture, Kadoma City (Osaka Chuo Loop Line), a length of 27.4km, and it is comprised of normal highway sections and sections with dedicated traffic lanes for automobiles.。 The roadway network providing a direct connection between Kyoto and Osaka was comprised of National Highway Route 1, Route 171, and the Meishin Expressway, but the demand for new highways just continued to increase. Therefore, on the part of Kyoto, there was the construction of the Keiji Bypass at Kuse-gun, Kumiyama-cho, and on the part of Osaka, there was the construction of the Kinki Expressway and the Osaka Outer Loop Highway, providing a connection between the two areas. These facilities were constructed to relieve congestion, and as growth continued, smooth the transition to a dense metropolitan area and improve the functions of the local regions. In 1968, a road design investigation was conducted covering all of the national highways in that jurisdiction district, and the following May, we saw the creation of a metropolitan plan for roads in Osaka Prefecture. In preparation for finalization of a similar plan in Kyoto prefecture, a land survey was conducted in 1970, and a planning investigation was initiated in 1974. In regard to route choices, importance was placed on land use conditions, the preservation of cultural assets and environment protection measures, and we are engaged in the promotion and construction of "Green Belt Roads." In April of 1985, a metropolitan development plan for the Kyoto prefectural region was finalized and the office at that time assumed responsibility for the highway from its source to Kyoto Prefecture, Yawata city, Kozuya, a length of 6.6km. Substructure Works for River Bridges Employing New SRC Structural Methods Construction Outline The Rakunan Highway substructure works on the right-bank of the Uji River are bridge pillar construction works for the Uji River Bridge where it crosses the Uji River. Operational conditions require a period of low water (Oct. 16 to June 15, the following year). Based on the state of the river site and the geographical conditions of the location, steel pipe sheet piles were chosen for the design of the bridge pillar well foundations. In regard to the performance of the construction works, new earthquake resistant design considerations indicated an increase in the amount of reinforcing bars, and the space requirements imposed by the use of steel pipe sheet piles greatly increased the estimated number of days required to complete the works. However, by employing new SRC structural methods, we have managed to reduce the amount of time required. Outline of the New SRC Structural Methods In order to streamline construction operations related to the material employed for the main bridge pillars and towers of long bridges, the greater part of the volume of steel materials employed for longitudinal reinforcement (axial bars) has been changed to steel-frame construction. This is the new SRC (Structural steel and reinforced concrete) construction method, which uses an extremely low amount of reinforced concrete. By combining the horizontal and bracing materials with the steel-frame longitudinal reinforcements, it has become possible to unify the concrete and steel-frame materials. Accordingly, the special characteristic of the SRC method is that it is possible to perform the construction employing ordinary structural steel frames that do not normally protrude to the surface of the structure. In regard to the actual construction methods, in some parts, pre-fabricated steel-frame construction units were assembled in advance, which brought several merits, like labor-savings, low staff requirements, and improvements in the quality of the materials employed. All of these factors resulted in a rapid performance of the construction works. * To an Outline Diagram of the New SRC Structural Methods Design Philosophy and Special Characteristics of the New SRC Structural Methods All of the axial bars used for longitudinal reinforcement were replaced with structural steel. Of the steel used for longitudinal reinforcements, half of the steel used for axial tie rods was replaced with structural steel. In regard to the steel used for lateral reinforcement, it is possible to replace all of that steel employed as medial axial tie rods in the middle cross section with structural steel. The structural steel used for longitudinal reinforcement is secured by attachment to the horizontal and brace materials in a panel point structure. Each of the longitudinal intervals of the horizontal steel units was half that of the short side of the cross section height. The junction structure employed for the connection of the general structural steel and the panel point structures, which are comprised of horizontal, brace materials and structural steel, is a ball joint structure that features materials of sufficient strength with enough flexibility to provide a high degree of reliability. An appropriate amount of anti-cracking measures were employed on the side covered by the reinforced concrete. Operational Conditions In some parts of the construction, pre-fabricated steel-frame construction units (approx. 10t) were assembled in advance, and using a 100t suspension crawler crane, these units were then lowered into the well foundations. April 19, 2000. Photograph taken from the upstream side. Works name Rakunan Highway Kyoto-South Highway Osaka-North Highway Section Special Division Kyoto City, Fushimi-ku, Yokooji St. Shimomisu _Osaka Prefecture, Kadoma City, Hiejima Normal Highway Sections Kyoto City, Fushimi-ku, Yokooji St. Shimomisu | Kyoto Prefecture, Kuse-gun, Kumiyama-cho Mori Kyoto Prefecture, Kuse-gun, Kumiyama-cho Mori | Yawata City Kozuya Kyoto Prefecture, Yawata City Kozuya | Kyotanabe City, Matsui Kyoto Prefecture, Kyotanabe City, Matsui | Osaka Prefecture, Kadoma City, Hiejima Length Special Sections 29.7km Normal Sections 3.3km 3.3km 5.5km 17.6km Road Section Special Division Class 1, Grade 3 Normal Sections Class 3, Grade 1 Class 3, Grade 1 Class 3, Grade 1 Class 3, Grade 2 Class 3, Grade 2 Design Speed Special Sections 80km/h Normal Sections 60km/h Lanes Special Sections 6 lanes 4 lanes(Ogura-Kita I.C. _ Kumiyama JCT) Normal Sections 4 lanes 2 lanes Autonomous Organization Special Sections Japan Highway Public Corporation Normal Sections Ministry of Land,Infrastructure and Transport, Kyoto National Road Construction Works Office Ministry of Land,Infrastructure and Transport, Kyoto National Road Construction Works Office Ministry of Land,Infrastructure and Transport, Kyoto National Road Construction Works Office Ministry of Land,Infrastructure and Transport, Kyoto National Road Construction Works Office Metropolitan Development Plan Finalized April, 1985 Modified in August, 1996 Modified in March, 1993 April, 1985 Modified in August, 1996 May, 1969 (Except for parts of Kadoma City) February, 1971 (Except for parts of Kadoma City) Modified in April, 1990 Modified in January, 1992, Standard Cross Section (Kuboyama JCT - Sayama I.C. Elevated Road Sections) The progress situation for the construction of the Second Keihan Highway (Rakunan Highway, Kyoto-South Highway) is as shown below. (As of April, 2000) [ Land Acquisition Ratio ] - Special Sections (Ogura-no-Ike-Kita I.C. - left bank of the Kizu River) = About 40% - Normal Sections (Outer Loop Road outside of the city streets to the left bank of the Kizu River) = About 50％ [ Land Acquisition Ratio ] - Special Sections (Ogura-no-Ike-Kita I.C. - left bank of the Kizu River) = About 100% - Normal Group (Outer Loop Road outside of the city streets to the left bank of the Kizu River) = About 100%