●Message from the Director-General

Beyond the phrase ” Not-assumable”
NISHIKAWA Kazuhiro
Director-General, National Institute for Land and Infrastructure Management(Keywords) Great East Japan Earthquake, unprecedented, unimaginable, imaginative power, inability to think

Since the Great East Japan Earthquake of March
11 last year, the phrase “not assumable” hasbeen constantly in my mind. It seems to beeasily used as an excuse to avoid the
responsibility concerning the disaster, and I
cannot bear this kind of attitude. On thisoccasion, from my long experience as a
researcher in making and revising technicalstandards for road bridges, I would like to makesome comments on this issue.
Since the disaster, I have tried to persuade mycolleagues in the Institute who are involved inrevising technical standards for public
infrastructure, not to use casually the phrase. It isbecause I have an intention of making themencouraged to overcome the situation of using
the phrase of “Not assumable “in their researchworks.
Of course, I am aware that this is not easy.
But in this message, I am trying to write down
what I have considered to avoid the phrase andwhat should be taken as an actual responsibility. I
sincerely hope this message will be served as a
useful reference to readers of the NILIM Annual
Report.
Unprecedented and Not -assumable
Hatamura Yotaro, Professor Emeritus of the
University of Tokyo and famous as the founderof the “Study of Failure”, has written a book,“Unprecedented” and “ Not assumable”1), which I
think many of you may have read. I would like toquote extensively from this work.
“The word ‘Unprecedented’ does not mean
‘Not personally experienced’, but ‘Never before
in history’.”
This is natural because the Japanese word for“Unprecedented” which is pronounced “Mizou”,
is derived from a phrase in classical Chinese
which means, ‘Never before existed’”. Later, itcame to be used as “Never experienced”.
Anyway, he says “When a person plans
something or decides to make a plan, the person
first decides the range they will consider. In thiscontext, ‘Assuming’ means “Defining theboundary of your scope and deciding on theframework of your consideration.”
I was impressed with this simple explanation,
which I think is the key to overcoming the phraseof “Not assumable” being easily used as a kind of
avoidance.
In scientific research, even when solving
engineering problems, you must kick it off withdeciding to select which of the relevant factors to
be considered as its influential, which will be OK
to ignore because of their impact being minor,
and in addition, you must think about how will be
the range of the considered factors. It is clear thatwithout appropriate predeterminations above, theoutcome of research activities will result inineffectiveness.
This kind of settings at the beginning of theactivities means “Framework” or “Assuming” as
named by Professor Hatamura. Therefore in the
research activities, when the settings causes
unexpected consequence, the “Framework” or the“Assuming” itself should be recognized as a
failure, not excused as being “Not assumable”. Itshould not leave alone as an affair of others,
which was assumed for sure by you.
Assuming influential factors is an advanced
decision
I will again quote Professor Hatamura.
“ You can understand ‘Assuming influential
factors’ as the word being used at the stage of‘Setting subjects’. And ‘Considering within theassumed factors” can be translated to theexpression of ‘The frame reached to theconclusion of the subject’. Of course the former
is much more difficult.”
Ms.Katsuma Kazuyo, a popular management
analyst wrote in her recent book “Trap of Earnest
attempt on the existing frame”2) that McKinsey,
the American management consulting firm she
used to work for, can charge high fees because it
devotes great efforts to discuss completely to set
up the customer’s subjects clear as what kind ofmatters they are .
For example, these stories, just as in researchwork, support the saying that if you can identify
the problem, you are halfway to solving it.

●Message from the Director-General
Therefore, we must recognize the importance ofsetting up subjects, in other words, “Assuming
factors with their considering frame”, instead oftreating it lightly.
Classifying the Not-assumable
As described above, it has become clear“Assuming” is done by you. .
Then, why do you assume something when
you try to find solutions? How is your mind
moving in such case?
In this regard, I would like to find an answer towhy so often the phrase “Not assumable” is used
as an excuse. This thought, being super original
in my approach, but hopefully some hints will begiven us to overcome the trap of using thephrase .
[1] “Not assumable” which means “Could not be
imagined”
People often say, “I‘ve never imagined it would
happen.” Using “Not assumable” in this context,
it is to be a lack of imaginative power.
Even when you are senior, many of you areusually not concerned with things out of yourspecialty. This is because of you having self-constraints on your mind, so you do not respondto what you are seeing and what you hearing, incase you have no interests in them. Also, what
you call bureaucratic compartmentalization ortrapped in a narrow specialization are similar
phenomena.
To improve imagination power, you have toconsciously expand your recognition frame
which restricts your dairy life. Predicting how
disasters will be like is, I think, a same process ofimproving this ability, and needless to say, thenecessity of constant seeking to increase theaccuracy, in spite of no perfection in its efforts.
[2] “Not assumable” which means “Stopped
thinking “Actually, there are many cases you hear”Suchcases were thought as no needs to be considered
because of no comments in national standards
and related manuals.” This is a kind of “Stopped
thinking”. Professor Hatamura also warns, “In
this case of “Not assumable”, it means you
cannot do the job without manuals, and once you
got the manual, you abandon your own thinking.”
I think that not only those who are in charge ofdrafting manuals, but also technology experts
should continuously ask the question tothemselves, “How do I judge and respond to suchcase as is in the situation of no manuals. In otherwords, how do you take actions in ‘Not
assumable’ situations?” An engineer who will not
be responsible for such behavior may be valued
as a cost.
[3] “Not assumable” which means “ Given up”
Other case of using “Not assumable” is happened
when you think there is no way to respond, or no
possibility of getting budgets, you sometimes
give up to proceed, which can be a pattern of“Not assumable.”
I would like to pick up an example for bridge
managements; In case of external force increased
while using conventional design methods, thegoal of calculation may be that the dimensions is
to become preposterous or the cost is to beunbearable, and the both approaches will be
unfeasible. In this case, I will recommend
resetting the subject as to the bridge management
in order to change your mind more flexibly.
Lately, you know the term “preventing disasters”
has often been replaced with “mitigating
disasters”, which is itself a sort of resetting the
subject.
In the field of road bridge managements, as isalready practiced when a new major damage due
to earthquake disaster has occurred, a new
strategy of how to mitigate the damage has been
proposed under resetting of the subject; To
ensure toughness (ductility) to prevent collapse if
bridge piers cannot withstand earthquake forces,
or at least to prevent bridge collapse and savehuman lives (bridge fall prevention device), andif possible, to limit the consequence of damaged
members and to speed up restoration, or to permit
only emergency vehicles to cross the bridge, andso on.
[4] “Not assumable” which means “was missedin the assuming “The final category will be belong to thepsychological term of “Normalization bias”. This
term refers to a tendency for people to believethat although they know something will occur,
they do not think it will harm them. Now that thedevastating
disasterhas
beenneither
unprecedented nor unexperienced, administrative
managers are not permitted to express in thisstory.
Major disasters are rare, but this closely
resembles the advance of deterioration of
infrastructure which occurs slowly over time. In
either case, there is a strong temptation to●Message from the Director-General
overlook it and postpone countermeasures. To
overcome this, individual efforts plus initiatives
at the organization or system level are required.
Conclusion
Concerning the four categories, the indispensable
key words are imaginative power (category1), I
think, and another is how to think continuously(category2). It seems that, people performing
their works for a long time, just like Sun Wu
Kong with a band framed around his head, theylose their ability to expand the boundaries
enclosing their thinking. In the case of Wu Kong,
the Buddha attached the band to admonish him
for his conceit, but the band of each of us
wearing seems to put on by ourselves or ourorganization (members of our industry), so as tostop thinking and becoming free from theresponsibility. How about occasionally daring to
remove the headband (boundaries) to climb upona cloud and fly in the broad sky of imagination?
This will expand your field of vision to stimulate
the thought processes.
I will conclude with a warning by Professor
Hatamura, who was not the Buddha:“‘Not-assumable’ events have not occurred. It
was that you had not been thinking anything
about them.”
References
1) Y. Hatamura: Mizou to Soteigai (Unprecedented andNot-assumable), Kodansha Gendai Shinsho, July 2011.
2) K. Katsuma: Majime no wana (Trap of Earnest attempton the existing frame), Kobunsha Shinsho, October 2011

●Messages from Departments and Centers of NILIM

Perspectives of Providing and Managing Public
Infrastructure for the Next Generation
KISHIDA Hiroyuki, Dr. Eng.
Executive Director for Research Affairs and Director of the Research Center forLand and Construction Management(Keywords) National land management, construction management, stock management
1. Introduction
A country with a rugged geography, Japan now
faces problems including population decline, a rapidly
falling birthrate, aging of society, and limited natural
resources. In order for Japan to build and maintain
good quality public infrastructure under suchconditions and to ensure safety and convenience forthe next generation, it is important to conduct researchfrom two perspectives: research on national land
management considering broad issues, including
disasters, for the entire nation, which is the foundationof people’s lives, and research on construction
management and all aspects of production systems
in order to maintain the infrastructure stock properly
and ensure high-quality public works projects from thenarrow perspective of efficiently implementing
specific methods. This article discusses these two
perspectives based on surveys being undertaken by the
Research Center for Land and Construction
Management.

2. Perspective from national land management
Japan is facing unprecedented changes, withfrequent massive natural disasters in addition to social
weakness caused by the declining population, aging ofsociety, economic stagnation, and other factors. Inview of the devastating loss of life and property
caused by the Great East Japan Earthquake, we mustnow
revisevariousestablisheddisastercountermeasures in order to reduce damage andprovide multi-layered protection. Accordingly, we are
now revising national land plans in preparation for theTokai, Tonankai, and Nankai Earthquakes which are
likely to occur in the future. In a public opinion survey
in October 2011 concerning people’s lives, 45% of
respondents reported that since the earthquake disaster,
they had become strongly conscious of “preparing fordisasters,” revealing strong public awareness of
disaster protection1). Regarding administrative systems,
it is necessary to build social systems that function
well not only during normal times, but also whendisaster strikes. In addition, finding ways to maintainregional societies and local bonds in order to manage
the national land is a challenge which cannot beignored. Its increasing importance was confirmed by
the same public opinion survey, in which 40% of
respondents replied: “I value bonds with my family

and relatives” and “I value bonds with my region”.
Therefore, studies are needed on creating national land
which integrates safety, the environment, and vigor
based on natural and regional environmental
conditions and present policies in individual regions. It
is important to prevent weakening of this awareness of
disaster prevention. Therefore, perhaps disasterprevention awareness needs to be internalized in social
systems, for example, by regularly diagnosing thedisaster prevention capabilities of social systems. This
study will require a broad range of data that accurately
represents a region’s disaster prevention capability.
3. Perspective from building construction
management
To create national land which integrates safety, theenvironment, and vigor, it will be necessary toefficiently provide good quality public infrastructurethat conforms to regional characteristics. Anotherurgent challenge is to prepare for the maintenance andrenewal of existing public infrastructure stock as it
deteriorates. In construction management, it will benecessary to optimize and prioritize public
procurement systems to efficiently build good quality
infrastructure and to maintain the existing stock.
As public procurement systems for prioritized,
efficient provision of good quality public
infrastructure under the Law for Ensuring the Qualityof Public Works (2005), a variety of initiatives, suchas the comprehensive bidding evaluation method,
integrated design and execution procurement method,and construction management (CM) method, wereintroduced to improve the quality of public works. But
to create a bidding and contract system which
encourages participating bidders to improve theirtechnological capabilities by analyzing problems inprojects managed by the Ministry of Land,
Infrastructure, Transport and Tourism, and revisions
deemed necessary as a result2), these systems must be
steadily upgraded.
The growth strategy of the Ministry of Land,
Infrastructure, Transport and Tourism enacted in May
2010 aims to expand Japan’s superior construction andtransport industries, and its infrastructure relatedindustries into overseas markets, and to build a solidpresence in the world market. It is therefore necessary
to incorporate and promote international ordering and●Messages from Departments and Centers of NILIM
contracting methods in public works projects in Japan.
It is also necessary to study the good points ofordering and contracting rules which have been
gradually upgraded around the world, including public
infrastructure provision methods using public–private
sector links such as PFI/PPP, etc., to make Japan’sbuilding production systems even better. It is
important to respond to changes in quality assurance
methods at the execution stage resulting fromtechnological reforms, and to improve execution
management technologies by, for example, full-scale
introduction of computer control, monitoring andsurveying of public works, revision of standards andtechniques to appropriately and efficiently evaluate
results, and reliably obtaining high quality products inindividual works. Procedures to appropriately reflect
the achievements of companies in contract selection
processes must also be developed.
4. Perspectives from both sides
To prevent harm to the public economy by fatal
damage and reduce life cycle costs by prolonging theservice lives of public infrastructure while sustaining
harmony with the natural environment amid severe
natural conditions such as earthquakes, tsunami, storm
surges, volcanic disasters, floods, sediment disasters,
and heavy snowfall in Japan, it is essential to carry out
systematic maintenance based on inspections anddeterioration predictions based on the characteristics
of individual facilities. We must not only provide
good quality stock for construction management, butalso maintain that high quality. The comprehensive
development project, “Development of Inspection andMonitoring Technologies for Preventive Maintenanceof Public Infrastructure”, which was conducted forthree years beginning in 2010 by the Ministry of Land,
Infrastructure, Transport and Tourism, is being
implemented jointly with relevant research divisions3).
A similar concept of stock management is importantfor national land management. In the future, it will
become increasingly necessary to consider the
management of public infrastructure by appropriately
responding to changing circumstances while
combining the natural and social environments ofindividual regions, based on management of public
infrastructure throughout the country.
5. Conclusions
This article introduced the aims of research from avariety of angles regarding national land management
and construction management. These challenges areclosely related, and it is necessary to conduct
comprehensive research while ensuring that one
solution does not create new problems. We will bear
this in mind when conducting further research.
References
1) Cabinet Office Secretariat’s Public Relations
Office: Public Opinion Survey of the People’s Life,

October 2011.
(http://www8.cao.go.jp/survey/h23/h23-life/index.
html）2) H. Kishida: Direction of efforts to improvebuilding production systems for public works
projects, Proceedings of the 2011 Conference of
the National Institute for Land and InfrastructureManagement, Technical Note of NILIM No. 665,
pp. 5-26.
(http://www.nilim.go.jp/lab/bcg/siryou/tnn/tnn065
5pdf/ks065507.pdf)
3)
http://www.nilim.go.jp/lab/pbg/theme/theme2/soupro/soupro1.htm

●Messages from Departments and Centers of NILIM

Research on Response to Diverse
Environmental Needs
YAMAMOTO Satoru
Director of the Environment Department(Keyword) environment, global environment, biodiversity
1. Introduction
A review of the history of environmental researchby the Ministry of Land, Infrastructure, Transport andTourism shows that the Environment Division wasestablished in the former Public Works ResearchInstitute of the former Ministry of Construction in
1993, about 20 years ago. Soon thereafter, theFundamental Environmental Principles were enacted
in 1994, clearly stipulating that creating a high-quality
environment is a core mission of construction
administration, in other words, that it is an internalized
goal. Since then, improvements and policies have been
implemented to create national land with ahigh-quality environment as specified by this policy.
However, the purposes of providing public
infrastructure are changing as investment capacity
declines and the emphasis shifts from provision to
management. Through this process, the environmenthas become increasingly important in providing higher
quality social infrastructure.
As Japan’s social and economic conditions change,
people’s lives have changed accordingly. Lifestyles
have been transformed through information
communication and rapid progress of contents, andpeople’s views of the environment have diversified as
their values have become more diverse. Under suchcircumstances, the future direction of public
infrastructure and the environment is debated. The
challenges related to these discussions are described
below.
2. Target directions of environmental research
Various factors related to the provision of public
infrastructure have created challenges to achieving thegoals needed to form environments. Typical examples
are outlined below.
[1] Response to the changing environment andevaluation criteria
Between 1965 and 1975, the target ofenvironmental concepts was improving the familiar
issues of health or the living environment such as theatmosphere, noise, and water contamination, centeredon pollution policies. Later, emphasis shifted to
improving the formation of natural environments, etc.
in and around cities. Today, the priority is on
resolving global-scale environmental challenges,
including climate change. The range of environmental
concerns is not only expanding, but also encompassing

smaller scale issues such as environmental hormones,
viruses, etc., and so the environmental scope to beconsidered has increased dramatically. It is necessary
to follow the expanding range and complexity ofenvironmental issues, by considering problems withcomplex systems, such as the challenge of preserving
biodiversity.
[2] Establishment of methods of evaluating theenvironment
The foundation of environmental research isevaluation, such as quantifying the state of theenvironment to be conserved. Just as digital methods
for measuring water quality, atmosphere, noise, etc.
have been established, some related causal factors
cannot be objectively evaluated, because the analysis
of factors related to biodiversity has not been
completed.
Regardingtheeffectivenessof
implementing environmental projects, it is necessary
to quantitatively evaluate their cost-benefits andeffects on improving the environment. It is also
necessary to quantify the state of the environment inmonetary terms.
[3] Accurate calculation of impact and response
A big step in environmental research is objectively
predicting the load on the environment of actions suchas providing public infrastructure (impact) and theeffects of the response (response). Accurately
evaluating this impact and response is the next step. It
is necessary to predict environmental problems before
they occur in order to respond appropriately. This is an
important challenge to forming national land which issustainable and in harmony with nature.
[4] Publishing accurate information concerning theenvironment
Because environmental problems change as new
problems emerge, it is difficult for scientific reasoning
and quantitative analysis to keep pace with thesechanges. As a result, various discussions tend to leadto rumors and hearsay based on inference.
Quantitative judgments concerning a matter which isqualitatively correct may appear to be incorrect. To
make appropriate judgments and take countermeasures,
people need a correct understanding of the principles.
3. Future research
In environmental research, we wish to aim at thefollowing three points.
[1] Resolving diverse environmental problems

●Messages from Departments and Centers of NILIM
We set research themes in order to resolve andpredict environmental problems which are related tothe provision of public infrastructure. In addition tocontinuing
existing
long-term
researchonenvironmental problems such as the atmosphere, water
quality, noise, vibration, etc., we are tackling two
research themes: those intended to improve the living
environment, and those concerning the global
challenges of global warming, sustainability, andbiodiversity, as well as familiar challenges summed up
as, “beautiful, abundant, and lively daily life”. The“DevelopmentofEnvironmental
Evaluation
Technology for the Life Cycle of Public
Infrastructure”, which aims to lower carbon dioxide
emissions during the provision of public infrastructure,
is an important research theme for the global
environment and sustainability. We therefore intend to
conduct new technology development permitting more
people to participate in this field.
[2] Publishing correct environment related information
Various troubles often arise because of a lack ofenvironment-related information. For this reason, it isimportant to survey the environment, which is ourparticular concern, using public funds in public areas,
and to distribute and correctly control information to
gain understanding. The primary requirement is tocollect information by appropriate methods, comment
appropriately on this information, and release it to the
public.
Regarding river environments in particular, a
database has begun to be built, and it has been
designed so that data concerning river environments iscollected and can be browsed and used to analyze
impacts and responses, etc. These efforts will ensure
the release of accurate environmental information.
[3] Ensuring interdisciplinary collection of
intelligence from various fields
In order to conduct research on the environment, wemust establish a research system allowing aninterdisciplinary approach by including not only civilengineering, but also the natural sciences and social
sciences as necessary, because such research involves
resolving problems in complex systems.
Resolving research problems with researchers inother academic fields also causes difficulties due todifferences in histories and values. Nevertheless, it isnecessary to do so by connecting independentadministrative agencies, the private sector, universities
and research institutes inside and outside Japan andcoordinating them in various ways.
4. Conclusions
Concern with safety and security increased
dramatically following last year’s Great East Japan
Earthquake, but concern about the environment seems
to have weakened. Even among environment related
measures, climate change was a dominant issue before
the earthquake, but as a result of the Fukushima
Daiichi Nuclear Power Plant accident, public concern

about pollution by radioactive substances and energy
conservation has rapidly increased.
Accordingly, in order to practice national land
management based on the natural and social
characteristics of Japan, it remains important toharmonize the provision and management of public
infrastructure with the environment. In order to create
splendid national land and urban environments which
are in harmony with nature for future generations, wewish to perform research and development concerning
conservation, reuse, and creation.

●Messages from Departments and Centers of NILIM

Reconstructing homes in disaster regions:challenges and support
HORIE Nobuyuki
Director of the Water Quality Control Department(Keywords) Great East Japan Earthquake, liquefaction, renewable energy, B-DASH, management
1. State of Japan when the giant earthquake
occurred
As Japan’s society ages and tax revenues fall amid
continuing efforts to raise welfare budgets, thenational debt is soaring. In the midst of global
competition for survival, the Japanese economy has
fallen behind those of China, Korea, and other nations,and deficits have appeared not only in its trade balance
which has supported the importing of energy and foodproducts, but also in its current account balance.
The Great East Japan Earthquake caused massive
damage and casualties over a wide area. As Japanmourns the loss of many lives and works to restore thelives of those who survived, it faces a turning point
and must decide how best to make the most of thisopportunity to rebuild the nation.
2. Damage to sewage systems by the earthquake
and countermeasures
The giant earthquake caused unprecedented damage
to sewage systems. The Minami-Gamo Sewage
Treatment Plant, which receives sewage from most of
the 700,000 residents of Sendai City, and many othertreatment plants at 120 locations along the coast weredamaged by the tsunami. In the Kanto region too,liquefaction on reclaimed land around Tokyo Bay andnear the mouth of the Tone River severely damagedbuildings and other infrastructure, and also lifted up or
pulled out manholes and sewer pipes, filling them withsoil and making the systems unusable. In Urayasu City,

people were forced to live without sewage services
even after the water supply was restored, and in
Miyagi Prefecture, polluted water temporarily seepedout onto the surface of roads.
The Water Quality Control Department dispatched
two-person teams to the site the morning after theearthquake to set up a field headquarters andinvestigate the damage. In total, more than 6,000
employees of regional government bodies andprivate-sector technologists from throughout Japan
went to the disaster region and surveyed the damage inspite of fuel shortages. A committee set up jointly by
the Ministry of Land, Infrastructure, Transport andTourism and the Japan Sewage Works Association to
study reconstruction technologies (chaired byProfessor Hamada of Waseda University), which acted
as our administration office (content-related),presented three proposals for emergency andtemporary restoration and for final restoration, 1month, 2 months, and 4 months after the disaster.
Table 1 shows the causes of sewage system damage
and countermeasures taken. In the treatment plants on
the Tohoku Coast, which had suffered almost no
damage in the past, the tsunami caused unprecedented
damage to their electrical and mechanical equipment.
Under the impact of long-duration cyclic vibrations,pipes in reclaimed land in the Kanto region suffered
severe damage caused by widespread liquefaction
rather than by the conventional problem of backfill.
Present earthquake resistance guidelines contain little

Table 1. Major damage to sewage systems and countermeasures
Cause
Tsunami(Wave force, floating
debris, inundation)

Earthquake motion
Liquefaction
Bank deformation
Ground settlement
Power failure
Fuel or chemical shortage

Treatment plant
Destroyed structure or equipment
 Load bearing structure*
Damaged equipment
 Elevating, adopting waterproof doors *Gas holder washed away
 Countermeasures to prevent washing away *Equipment damaged or displaced
Pipes damaged or displaced Countermeasures under present guidelines
Sloshing*New countermeasure
Pipeline
Pipe bridge washed away  Inverted siphon*
Blockage/manhole lid displaced Anchored manhole coverInundation  Flap gate, movable standby pump*

Manhole uplifted or displaced Completion of countermeasures under present
guidelines*
Lateral pipe uplifted or pulled out Ditto, and flexible joints*(Blockage with sediment/road caved in)(Inundation, poor drainage)
Manhole pump stopped  Portable generator(Inundation, poor drainage)
Treatment stopped  In-house generator
Treatment stopped  Increase stock*Present guideline = Guideline to Sewage System Equipment Seismic Resistance Guideline

●Messages from Departments and Centers of NILIM
Table 2. Special features and major effects of the B-DASH revolutionary technology (2011)
Name (Location)
Energy Management System Using Super
High-efficiency Solid-liquid Separation
Technology (Nakahama Treatment Plant, Osaka
City)
Kobe City, Higashi-nada Treatment Plant,
production of renewable energy (same treatment
plant)

Corroboration Technology and Major Effects
・ Super high-efficiency solid-liquid separation: compact, increases sludge
recovery・ High-temperature digestion of a carrier containing garbage: generates
more gas and is extremely compact.
・ Smart hybrid electric power production: supply/demand control, full use
of gas・ Steel digestion tank containing biogas: increases gas production, lowers
cost
・ High efficiency heating using sewage heat: saves energy, reduces CO2
・ Package biogas refining: lowers costdetailed guidance concerning tsunami. With toppriority on drainage and sterilization to protect
residents from contact with polluted water
overflowing sewage systems, and to prepare for cases
where restoration takes a long time, the committee has
proposed gradually improving treated water quality, as
well as yardsticks for target water quality andrestoration periods. The backfilling method of
preventing liquefaction at pipelines, which was
proposed and included in guidelines after the Chuetsu
Earthquake, has only been implemented a few times,
but field surveys confirmed that the method iseffective. Regarding how to provide effective tsunami
countermeasure nationwide, which is a major
challenge, the committee issued its fourth proposal on
March 8 and will complete a full report at the end of
this year.
3. For new energy and city planning
The shortage of electric power will continue for along time and increased imports of fossil fuels havepushed up electricity prices and CO2 emissions.
Meanwhile, electricity consumed to treat contaminatedwater accounts for almost 1% of domestic
consumption, and sewage sludge, etc. constitutes alarge source of potential energy. In addition to priorresearch, beginning in the latter half of 2010, newmeasures were preparedand revolutionary
technologies such as for capturing energy fromsewage sludge were verified and described in written
guidelines. Research to verify these technologies inorder to introduce them nationwide, and evenworldwide, called B-DASH (Table 2, 2.4 billion yen),
started in 2011. Facilities to verify methane gas
recovery using local biomass were installed intreatment plants in the cities of Osaka and Kobe anddata is now being gathered; in 2012, measurements
will continue and preparation of a guideline will begin.
Under B-DASH, beginning in 2012 (2.9 billion yen),four technologies—solid fuelization, nitrogen andphosphorus removal, and sewage heat use—wereselected through a public request for proposals.
The Sewerage and Wastewater Management
Department of the MLITT publicly invited proposals
for new technologies to perform advance feasibility

studies. As a large earthquake restoration model,
Kesennuma City started the “Local Production for
Local Use Energy Supply Using Marine Biomass
Project,” and Sendai City implemented the “Sewage
Heat Recovery Pipeline Renewal Project.”
Regarding the temporary rise in the stored quantityof sludge containing radioactive substances, which
was revealed in May, a survey showed that in sludge
carried into combined sewage systems by rainfall, theconcentration of radioactive substances increased
30-fold during rainfall. Therefore, tests were
performed to verify various treatment methods
proposed in response to the public request.
4. Management of a shrinking society
Torrential rainfall is occurring more frequently due
to climate change, and the expert committee of theCentral Environment Council has discussed the threatof new chemicals and is studying the impacts ofchanges in rainfall and sewage treatment.
On the other hand, the population of Japan has
begun to shrink, about ten years after the working
population started to decline, and a skillful response isneeded. The results of past research on low-cost
diagnosis methods, etc. for buried pipelines have been
compiled in the Guideline to Stock Management
Methods, but with severe restrictions on funds,
personnel, and other resources, we must also improve
efficiency through comprehensive stock managementof sewage systems.
Worldwide, the international standard ISO55000 for
improving various kinds of infrastructure management
organizations is being drawn up with the participationof the Preparation Committee PC251. In May, various
countries voted on the committee’s proposal, with thefinal voting proposal debated in the Czech Republic in
June; this is scheduled to come into effect in the springof 2014 after the final vote. Along with the domestic
council, sewage treatment system operators havebegun to take part in the debate. This deals with theentire infrastructure, and is likely to affect not only theinternational expansion of Japanese corporations, butalso domestic organizations and corporations invarious ways, and so an urgent response is needed.

●Messages from Departments and Centers of NILIM
5. Creating a Worldwide Marine Products
Industry
Today, it is difficult to survive using conventional
approaches, so Japan’s marine products industry mustalso “go global”. In addition to aiming forinternational
standardization
under
B-DASH,members of a sewage system global center are holding
policy and technology seminars in China and Vietnam,
responding to ISO-related trends, and participating inJapan-China-Korea cooperation.
As government systems continue to shrink,comprehensive management to maintain sewage
treatment systems in line with trends in capital will beneeded. W will continue to accelerate our global
response.
References
Document from the Committee to Study Earthquake andTsunami Technologies for Sewage Treatment Systems(Ministry of Land, Infrastructure, Transport and Tourism)

●Messages from Departments and Centers of NILIM

How Will We Survive the Era of Rising
Flood Disaster Risk and Uncertainty?
Koichi FUJITA
Director of the River Department

2. Not hard-to-soft displacement theory
In view of these challenges, people may consider
that now is the time to switch from relatively
expensive hard countermeasures (building disasterprevention facilities to improve rivers) to soft
countermeasures (measures other than building
facilities), but this is over-simplistic.
Constructing facilities to reduce the frequency ofinundation disasters is uniformly effective, including
for the flood plains where all people need protection.

RCM5
phase 2 model
RCM5後期モデル
Multipliersof each item
各項目の倍率1. The challenge, “increasing risk and uncertainty”
Figure 1 shows an example of a trial calculation toclarify the increase in torrential rainfall by global
warming till the end of this century, and how this will
increase the flood flow rate, required amount of river
improvements, and the possibility of flood inundationof land protected by levees. The three solid lines show
differences between climate change prediction models
used to estimate torrential rainfall.
According to this trial calculation, torrential rainfall
will increase by approximately 1 to 1.3 times, theflood flow rate by 1.1 to 1.4 times, and the possibilityof inundation (frequency) by 1.8 to 5 times. The
required amount of river improvements is an index of
the degree of river improvements (improving thecapability to safely carry a flood discharge byimproving the river course, or lowering the flood
discharge flow rate itself by flood regulation facilities)
that will be necessary in order to safely handle flood
discharge caused by a torrential rainfall of the target
scale of flood control planning (basic guideline toriver improvement). This will also be between 1.6 and3.4 times higher than it would be without global
warming.
Even if torrential rainfall increases by 20% to 30%,
etc., the two indices on the right side of Figure 1 willbe the multiplier orders. The nearer the items ofrequired quantity of river improvements andinundation potential are to countermeasure items, thegreater the impact of global warming. Although theprecision of climate change prediction models has
been greatly improved, because of its amplification
characteristic, the increase multiplier of the required
quantity of river improvements and inundation
potential based on global warming impact will have alarge range of estimation. Thus, there is considerable
uncertainty in the foundation for adapting to this andthe increased risk.

RCM5phase 1 model
RCM5前期モデル

Median value

GCM20
phase 2 model
GCM20後期モデル
Broken lines enclose 95% reliability※破線は計算年数が短いこ
sectioncaused by small number ofcalculation
yearsとに起因する95%信頼区間

Torrential
豪雨量
rainfall

Flood flow
洪水流量
rate

Quantity of
河川整備
required river
必要量
improvement

95% reliability
section(Keywords) flood risk, adapting to climate change, uncertainty, disaster mitigation, regional development

Inundation

氾濫可能性
氾濫可能性
potential

Figure 1. Change of flood control related quantities
caused by global warming (The multiplier is the ratio of
the end of the century to the present time: the simple
mean value of 109 Class 1 river systems: Estimatedbased on climate change prediction models by theMeteorological Research Institute: RCM5 phase 1,
GCM20 phase 2, and RCM5 phase 2)1)

But once a flood exceeds the capacity of a facility, asevere disaster may result. On the other hand,assuming that various countermeasures such as
suitable evacuation systems based on warnings, orurban development considering evacuation anddamage mitigation have been carried out, it is not easy
to prevent severe damage. The important point is not
to pursue a single magic solution, but to pursue thebest mix of diverse countermeasures including both
hard and soft countermeasures.
3. What circumstances will be created?
Figure 2 shows the form of this “best mix.”
Facilities prevent disasters caused by the following
dangerous phenomena under external forcesconsidered for planning and design (phase on the rightside of the figure). If the scale of a dangerous
phenomenon exceeds this external force (including
cases where the handling capacity of a facility is
exceeded while the structure is being built) it is
impossible for a facility to completely prevent all risks.
Even under such circumstances, by ensuring good city
development using various methods, and by providing
methods of escape and survival, severe damage will
not occur (phase on the left side of the figure.)
Therefore, simply stacking the three building
blocks—facilities to prevent or mitigate disasters,
good city development, and methods of escaping or
surviving—for the phase on the left side of the figure,●Messages from Departments and Centers of NILIM
will not be sufficient. These must be firmly bondedwith each other. Bonding means that good city
development that considers how facilities prevent or
mitigate disasters is practiced, and that methods ofescape or survival which fully reflect suchdevelopment are provided.
4. Producing knowledge contributing to thecreation of circumstances
As research on technology policies to create theworld shown in Figure 2, it will be necessary toconsider three broad pillars. First, refining the method:
providing facilities. In addition, maintenance offacilities will be improved and rationalized whileclarifying the relationship with the way functions are
displayed, information (including weather predictions,when real time or circumstances allow them) will be
used to improve the functioning of facilities, therenovation of existing facilities will be expanded, andfacilities groups will be treated as systems and the
combinations will be optimized for the areas protectedfrom flooding.
Secondly, the ways in which damage occurs when adangerous phenomenon exceeds the handling capacityof a facility will be clarified more than in the past. For
each river system, the relationship of the scale(external force) of the dangerous phenomenon withthe damage which could occur will be clarified, andcharacteristic properties, speed, or points of an abrupt
increase in damage for example, or the existence oftipping points or peaking trends, etc. will be confirmed.
This requires a good knowledge of how each facility
functions and the state of the protected region.

様々な手段の活用・結集
Using and combining various
methods

Facilities to
防災・減災のprevent or
ための施設
mitigate
damageOccurrence of a dangerous phenomenon

exceeding that on the right
右を越える危険事象の生起
Occurrence of combined dangerous
複合的な危険事象生起
phenomena

Vitality of the globe

Regional
まちのつくり方
development method

Daily lif Daily life

しのぎ方

ふ
地だ
域ん
のの
活暮
力 ら
し
Vitality of the globe e

逃げ方
EscapemethodSurvival method

Facilities to
防災・減災のprevent or
ための施設
mitigate
damageAction of external forces for

計画・設計上の外力の作用
planning and design

Figure 2. What circumstances will we create in order tointelligently face flood disasters?

Thirdly, based on obtained knowledge andlong-term prospects for the way damage occurs, goodregional development including towns, and methodsof combining methods of escaping and survival will becompleted. This study will incorporate two-way
exchanges to provide feedback to improve ways thatfacilities functions. These three pillars will, acting

together, be introduced where countermeasures can becontinuously checked and expanded centered on
multilateral flood risk assessment efforts. The
Tsunami Disaster Prevention Regional Development
Law enacted in December of last year is an important
precursor to the framework of the policies shown in
Figure 2. A study should be done on applying such
efforts to all flood disasters.
Needless to say, the daily lives of people are notintended to prevent or mitigate disasters. Their mainrole is normal daily life rooted in each region. How is
the world shown in Figure 2 harmonized with normal
daily life? Can any innovation allow harmonizationthat increases the vitality of a region? Answers tothese questions will require a deeper and broader
vision.
References
1) K. Fujita et al. (2012): Evaluating the impact ofclimate change on river management, etc., 21st
century climate change prediction reform program:Research on predicting future changes of extreme
phenomena based on ultra-high resolution
atmospheric models, Report on Research
Achievements, 2011.
2) K. Fujita (2011): Flood control technology systems
conscious of risk: prospects and challenges,
NILIM Conference of 2011(http://www.nilim.go.jp/lab/bcg/siryou/tnn/tnn0655pdf/k
s065511.pdf)

●Messages from Departments and Centers of NILIM

Formation of Resilient Road Networks andReallocation of Road Space—Technology Policies for Road Infrastructure Based on Constant Monitoring
and a Database—
TSUKADA Yukihiro
Director of the Road Department(Keywords) Road traffic census, probes, database, road assets, maintenance, road space reallocation
1. Internationally Competitive 21st Century Road
Networks
The Committee on Formation and Operation ofExpressways issued its interim report in December
2011, based on changes in social and economic
conditions, medium- and long-term future prospects
for Japan and for international society, and theexperience of the Great East Japan Earthquake. Theinterimreportoutlinedthefunctionsofexpressways—strengthening access to airports andports, ensuring a service level of 60–80 km/hour
between major cities and regions, and ensuring a
network that will continue to function during
disasters—in line with the basic principles:reorganizing and strengthening the national land in theface of population decline, and increasing people’s
trust in the national land. Noting that “If it’s connected,
it’s a network!”, it sets clear goals for improvements
and management to eliminate missing links usingeasy-to-drive national highways and permanent
two-lane expressways.
2. Completion of monitoring of road networks
In order to plan, improve, and manage such road
networks which cover the national land, a system forconstantly monitoring and managing the state of roadtraffic throughout the country is required. The roadtraffic census, which is an example of such monitoring,surveys the traffic volume and traveling speed on
about 190,000 kilometers of trunk roads throughout
Japan every five years, and its findings are used toplan road improvements. The 2010 census actively
introduced automated surveys using constant traffic
volume observation devices and portable traffic
counters, made possible by ITS-based traffic
measurements. Traveling data obtained by probe carsystems operated by the private sector have also been
widely used. Full-scale 24 hour/365 day road trafficmonitoring has begun. Systems to monitor road traffic
throughout Japan have only partly been established,
but a large quantity of data which will be useful forenacting policies has already been obtained. As shownin Figure 1, as a result of population decline, the risein the number of vehicles and vehicle kilometers
traveled have both peaked, and are beginning to fall
(average traffic volume down 2.6% from five yearsago). In view of this reversal, we should clarify

economic
conditions,theeffectivenessofcountermeasures, impact of disasters, etc. using acontinuous and high-density observation system. The
results of traffic monitoring of high-standard road
networks throughout Japan, which were continuallyobserved from immediately after the Great East Japan
Earthquake, were effectively used to set alternativeroutes and to enact emergency countermeasures forcarrying people and materials to the disaster region. A
trial by automakers, etc. to jointly collectprivate-sector probe data to publish viable routes on
the web in real time was evaluated as extremely
effective, and so efforts to integrate this with publicprobe data obtained by ITS Spots are expected. Figure
2 shows the state of congestion of the road network in
the Tokyo region after the earthquake, obtained byanalyzing probe data. It accurately reproduced andevaluated the state of congestion for the entire networkand for each section, and will help clarify thecondition of road networks spanning adjacentmanagement regions when a disaster strikes, and canbe used to prepare countermeasures.
(Million vehicle-kilometers
traveled/24 h)(1 million people, 1 million units)
Vehicle-kilometers traveled
Total population
Automobile fleet

’80

’82

’84

’86 ’88

’90

’92

’94

’96

’98

’00

’02

’04 ’06’08‘10

Figure 1. Changing population, automobile fleet,vehicle-kilometers traveled●Messages from Departments and Centers of NILIM

LegendNo data

Analysis of average traveling speed based on probe data
Declined sharply from 21.3 km/hr before the earthquake to 6.2
km/hr afterpedestrians, cyclists, and other road users”2). Specificmeasures now required include reallocating andeffectively using limited road space, and placing
priority on pedestrian and bicycle traffic alongcommunity roads.
Under such circumstances, while the number oftraffic accidents is falling, bicycle related accidents
have increased in the past 10 years, so it is necessary
to prepare bicycle network plans and establish
comprehensive rules for the design and use of safe andconvenient bicycle spaces. The Ministry of Land,
Infrastructure, Transport and Tourism and National
Police Agency plan to draw up a guideline for thesepolicies, which the NILIM is supporting by organizing
network planning studies and gathering detailed
technological knowledge on the structure of normal
road sections and intersections.
Sidewalk

Vehicle lanes
Street side
trees

Four lanes

Figure 2. Reproduction of state of congestion in theTokyo region after the Great East Japan Earthquake
3. Conservation of a resilient national land
infrastructure and road assets
The interim report on the review of the Priority
Project for Public Asset Improvement (November2011) includes discussions of strategic maintenanceand refurbishment management to deal with thedeterioration of public assets under limited budget,and the development of technologies which willcontinue to function and withstand damage during
disasters.
The NILIM is actively analyzing and surveying thedamage to road structures following the earthquake,and has used the results to review the standards forroad bridges, road earthworks, and other roadstructures. In addition to clarifying the mechanisms ofdamage to road structures by tsunami, the NILIM is
also considering the need for design standards
specifically considering the impacts of tsunami, and isdefining earthquake resistance performance required
for earthwork structures, which are part of the road
network, to ensure that the roads can still be used after
an earthquake, and intends to reflect the findings intechnological standards. As the quantity of aged roadassets increases, many cases of serious damage andaccidents to bridges have been reported both insideand outside of Japan. Considering the declining
population, falling birth rate, aging of society, andharsh financial conditions, the NILIM is now
researching ways to maintain the functions of existingroad structure assets as economically as possible, andcreating new road structures with superior durability
and reliability to minimize the burden of maintenance.
4. Reallocation of road space (creating
environments for cyclists)
In Japan, as the trunk road network has been
established, there have been discussions on changing
the objective of road policy from “dealing with thegrowth in automobile traffic” to “coexistence of

Vehicle lanes

Sidewalk

Guard rail

Street side
trees

Bicycle pathThree lanes

Bicycles travel on thebicycle path

Guard rail

Sidewalk

Vehicle lanes

Figure 3. Model of bicycle traveling environment(Nagoya)3)
References
1) Ministry of Land, Infrastructure, Transport and Tourism, Road
Bureau: Interim Report of the Committee on Formation andOperation of Expressways, December 23, 2011.
2) Ministry of Land, Infrastructure, Transport and Tourism, Road
Bureau: Interim report of the Council of Social Infrastructure,
Road Committee, Basic Policy Subcommittee (Draft), February
7, 2012.
3) Document from the Chubu Regional Development Bureau of
the Ministry of Land, Infrastructure, Transport and Tourism.

●Messages from Departments and Centers of NILIM

Are buildings really safe enough to survive
earthquakes of “unanticipated” scale?
NISHIYAMA Isao（D.Eng.）
Director of Building Department（key words） above-expected earthquakes, buildings, seismic safety

1.

It is regrettable that we might have lost the chance

Introduction
Through its research in the fields of structures, fire

safety, environment and equipment, the Building

to carry out a careful investigation by using the term
“unexpected”.
It is undeniable, however, that the earthquake andDepartment supports building technology standards

tsunami were huge. It stands to reason that people willbased on scientific and technical findings.
The subject of this article is seismic safety of

now worry if buildings are really safe enough tobuildings, and we have been playing an essential rolesurvive earthquakes of “unanticipated” (I dare to use

in setting better building technology standards. All of

this word) scale.

us may now have a keen interest in this subject, andwe tend to ask ourselves whether we can just leave3.

things as they are or we should take further action to

Magnitude

Earthquake

andTsunamiof

Maximum

better prepare for mega-earthquakes which are likely

The interim report submitted by “the Experts

to occur in the future. Let me explain this subject toCommittee to Examine Measures against Earthquakesyou.

and Tsunamis Based on Lessons Taught by the 2011
off the Pacific coast of Tohoku Earthquake” formed

2. The Unexpected Great East Japan Earthquake

under the Central Disaster Prevention Council (Jun,Since the 2011 off the Pacific coast of Tohoku

2011) states “To make future assumptions concerning

Earthquake (The Great East Japan Earthquake) which

possible earthquakes and tsunamis, we should review

hit Japan in March of last year, we have often heard

the way we thought in the past and must now consider

seismologists say the word “unexpected” referring toeach and every possibility of the largest-scale

both the seismic scale and the tsunami’s destructive

earthquakes and tsunamis based on scientific findings

power.

such as sediment examinations”. They have actually

To non-specialists, this may have sounded likeput this into action by reviewing the hypocentral

something far beyond the scope of knowledge any

region and tsunami source region of the Nankai

human could have, but to skilled people with expertiseTrough. They have now taken a step forward init may not have been clearly considered at the initial

examining the use of a seismic source dislocation

design stage. It is nearly unthinkable that thismodel and a tsunami dislocation model.

knowledge.

On the other hand, institutions such as the Japan“Unexpected” may not be the type of word we should

Society of Civil Engineers or the Ministry of Land,use talking to ordinary citizens who faced a disaster ofInfrastructure, Transport and Tourism offered somethat scale.

guideposts (1) to the way of handling evacuation fromearthquake

wasbeyondhuman

●Messages from Departments and Centers of NILIM
tsunami. To prepare for the “level 1” tsunamis which

lives (“hardware-centric policy”). This posture clearlytake place once in several dozens of years to more

contradicts the Central Disaster Prevention Council’s

than a hundred years, tangible measures are to bepolicy which almost abandons relying only on the use

employed to protect human lives and properties.

of tangible facilities as the only measures to deal with

Evacuation will play a key role as an intangible

tsunami. The difference in their attitudes derives frommeasure in the case of “level 2” tsunami which is athe different ways that damages by an earthquake andlevel far beyond the application of tangible measuresby a tsunami are revealed.

stating

It is irrelevant to make a simple comparison

that dependence on “hardware-centric policy” or

between the largest scale earthquakes defined by theconstructing

anExpert Examination Committee of the Central Disasterembankment, is not economical, although it isPrevention Council and the extremely rare earthquakes

theoretically possible, with an ample budget, to build

defined by the technical standards for seismic building

independent facilities like buildings which are robust

construction, because the former assumes specificenough to withstand a “level 2” tsunami.

earthquakes and the latter does not necessarily do so.

at “level 1”. They have establishedcontinuous

a policy

facilities

such

as

The latter is also more focused on seismic ground
4. Are Buildings Really Safe Enough To Survive

motions than on the earthquake itself.

Earthquakes of “Unanticipated” Scale?
A consoling aspect of the Great East Japan
Earthquake is that direct damage to buildings by theearthquake itself was not huge (2). However, arebuildings

reallysafe

enoughtosurviveamega-earthquake like the Nankai Trough Earthquake
which is predicted to surely come in the near future?
We have no choice but to rely on tangible facilities
to deal with seismic motion which takes place rightafter an earthquake, even a “level 2” earthquake, as we
will not have enough time for evacuation even though
the intangible measures mentioned above for tsunami
are supposed to basically be taken for “level 2”.
Technical

standards

forseismic

building

Figure 1. Seismic Intensity of Each Region from the Great
East Japan Earthquake

construction set guidelines 30 years ago stipulating anearthquake happening on rare occasions as “level 1”,

On the other hand, what they have in common is theand one occurring on “extremely” rare occasions asfact that final judgments are always made by experts“level 2”, so the basic methodology applied here forbased on scientific and empirical information such as

tsunami is the same as that previously applied tothe past earthquake damage and observation records.

earthquake

classification.

However,technical

There is a methodological process of extrapolation,

standards for seismic building construction, even atwhereby“level 2”, demand the use of tangible measures so that

subsequent “level 2” ground motions are determinedbuildings will not collapse in order to save people’sin terms of xx year recurrence intervals using pastlargestscale

earthquakes

and

their

●Messages from Departments and Centers of NILIM
observation records as statistical data. But simply

Although most buildings satisfying the current

applying numerical formula is, needless to say, an

technical standards for seismic building construction

impractical way to predict earthquakes and ground

may provide sufficient earthquake resistance against

motions of maximum magnitude which are thought tolarger than expected earthquakes, we still need to be

be barely predictable. So it is appropriate to make an

cautious about potential hazards including sympathetic

expert judgment at the present stage to makevibration of super high-rise buildings caused bycomprehensive decisions based on a combination of

long-period ground motions or liquefaction which isvarious findings and information.

susceptible to the duration of ground motion. On these

Figure 1 shows the seismic intensity caused in eachissues, we are working for measures.

region by the Great East Japan Earthquake. Most

Meanwhile, what we must not forget is that there

assessments now available concern the impacts ofare still many buildings not satisfying the current

seismic ground motion on buildings judging from eachtechnical standards for seismic building construction,of the seismic intensities, but the geographicalso called existing unqualified buildings in cities.

distribution is decided by the shortest distance fromthe hypocentral region rather than the distance from

[References]the epicenter（★）as shown on the chart.

(1) ForIn that sense, the bigger an earthquake, the larger

example,TsunamiExamination

Committee

forProtection Measures for Seashores:

the area of the hypocentral region and of the damaged

The basic rehabilitation plan for facilities such asarea. Inversely, tangible measures against groundsea embankments damaged by the 2011 off the

motions may effectively deal with overly large

Pacific coast of Tohoku Earthquake. November

earthquakes on the condition that the seismic

16, 2011

resistances of buildings are verified to cope with pastearthquakes which were close to the fault (inland(2) National Institute for Land and Infrastructureearthquakes, e.g. earthquakes like the 1995 GreatManagement, and Building Research InstituteHanshin-Awaji Earthquake which caused tremendous

Quick Report of the Field Survey and Researchdamage). It is a common understanding among experts

on “The 2011 off the Pacific coast of Tohoku

that the current technical standards for seismic

Earthquake” (the Great East Japan Earthquake).

building construction revealed good performance

May, 2011

during the 1995 Great Hanshin-Awaji Earthquake,
which means less need to modify the current technicalstandards.
However, the larger an earthquake, the larger theslippage in the hypocentral region. Also, if the area ofthe hypocentral region is large, duration of theearthquake is prolonged. So we have to watch forreciprocal response of ground motions accelerated byphenomena such as sympathetic vibrations.

5. Conclusion

●Messages from Departments and Centers of NILIM

Reconstructing homes in disaster regions:challenges and support
OTAKE Ryo
Director of the Housing Department(Keywords) Great East Japan Earthquake, housing reconstruction, disaster recovery public housing,regional reconstruction housing
1. Damage to housing by the Great East Japan
Earthquake
Many homes were damaged by the Great East Japan
Earthquake. More than 120,000 homes including those
washed away by the tsunami were completely
destroyed, while about 370,000 were partly damaged.
Many victims have been forced to live in evacuation
centers, but the construction of emergency temporary
homes began promptly, and combined with the rentingof private dwellings and provision of public housing, a
total of about 140,000 emergency homes have been
provided. This is different to past disasters; in addition
to prefabricated homes, temporary wooden homes
have been constructed by local companies, temporary
rental homes have been used extensively, and many
people are living in temporary homes outside theirhome prefecture. The reconstruction of durable homes
will remain a significant challenge.
In Miyagi and Iwate Prefectures, guidelines andplans for the reconstruction of homes have alreadybeen presented (in Fukushima Prefecture, these werebeing drawn up when this report was being prepared):the Basic Guideline for the Reconstruction of Homes
in Iwate Prefecture of October 2011 calls for the
supply or repair of 16,000 to 18,000 homes, and the
Miyagi Prefecture Housing Reconstruction Plan ofDecember 2011 calls for 72,000 homes.
2. Challenges to reconstruction of housing
The Great East Japan Earthquake has created anumber of different challenges for housing
reconstruction compared with past disasters, due todifferent historical circumstances. Examples include
the massive and widespread scale of damage, and thefact that many of the disaster regions face harshgeographical, economic and social conditions.
[1] Ensuring safety: The construction and location of
housing must ensure safety from tsunami.
[2] High volume supply: Necessary land andproduction systems must be obtained under
topographical and other restrictions.
[3] Convenient living: Housing must have all thefunctionsneededtoformsustainablecommunities.
[4] Consideration for the elderly: Facilities for daily
life are required because communities have aged
remarkably.

[5] Harmony with the environment: The region has arich natural environment, and restrictions onenergy must be dealt with.
[6] Maintaining the history and culture of the region:
Homes are part of a region’s culture, so memories
engraved in the region must be preserved.
[7] Guaranteeing employment: Many places of
employment were damaged; jobs near residential
districts are needed.
[8] Procuring funds: Assistance for rebuilding houses
is needed for people with insufficient resources.
[9] Shortness of time: If reconstruction is delayed,
people will continue to live in temporary housing,which may hinder recovery of the population.
To overcome these challenges, housing plans andproduction methods must be linked with town
planning to prioritize contribution to regional
economies and community-building.
The Government’s Basic Guideline to Recovery
from the Great East Japan Earthquake (August 2011)
includes the following guidelines (abridged) to ensure
the stability of housing for disaster victims.
• By planning for entire regions, support shall begiven to guarantee durable housing whileconsidering continuing and ensuring employment
and guaranteeing living facilities needed by theelderly.
• For disaster victims who do not have the money toreconstruct or buy homes, systems such as disasterrecovery public housing leased at low rents shall be
improved and used, and their supply shall be
increased.
• Housing integrated with community functions andwith service functions for elderly people, etc. shallbe provided so that the elderly and other occupants
can easily obtain local assistance and rebuild theirlives.
• Regarding disaster recovery public housing, inregions at low risk of tsunami, wooden construction
shall be promoted, and on flat land, these shall
include tsunami evacuation functions.
Housing reconstruction not only helps the people
living in a disaster region but also stimulates economic
activities including the flow of materials and jobs. If
housing restoration can be linked with medical care,welfare and support for daily life, etc. for elderly
people, who cannot easily reconstruct their homes

●Messages from Departments and Centers of NILIM
with their own resources, and if housing production
can be based on local employment using local
materials and housing companies, such a region may
become a model for a sustainable lifestyle in regions
where the population is shrinking, society is aging,and the birthrate is declining. The National Institutefor Land and Infrastructure Management is therefore
using its knowledge and research on housing policies
and reconstruction after past disasters to provide
technical support for housing reconstruction. Major
initiatives are introduced below.
3. Survey of disaster recovery public housing
Disaster recovery public housing, which plays a keyrole in ensuring housing, must be supplied promptly
and efficiently while ensuring stable housing forvictims and responding appropriately to regional needs.
Under the Great East Japan Earthquake Restoration
Special District Law, organizations have been
expanded by, for example, enacting special measuresconcerning occupancy qualifications and handling thetransfer of property; 4,000 and 5,000 homes areplanned for Iwate Prefecture and another 12,000
homes are planned for Miyagi Prefecture.
To help provide disaster recovery public housing,the Urban Renaissance Agency (UR) took the
initiative under a basic agreement signed with someregional governments which met the necessary
conditions, and started the Study of Disaster Recovery
Public Housing Planning and Supply Methods inDecember 2011, commissioned by the Housing
Bureau of the Ministry of Land, Infrastructure,
Transport and Tourism based on the third
supplementary budget of FY2011. This investigation
included the concepts and standard designs forhousing provision, and the results will be distributed
to many regional government bodies in the disasterregions.
The investigation was done by region and by theme,with the former considering overall supply plans andproposing plans for 33 cities, towns, and villages incandidate regions (9 in Iwate, 16 in Miyagi, and 8 inFukushima) which wished to be included among those
designated by the Severe Disaster Law. The
investigation by theme summarized matters to beconsidered and specific policies related to disasterprevention and crisis management, regional
stimulation, the environment, and community and theelderly.
The National Institute for Land and InfrastructureManagement has, in cooperation with the Building
Research Institute, given technical guidance for the
study by region, summarized proposed plans forhousing estates based on regional characteristics,
wooden single-family dwellings or RC medium- andhigh-rise collective dwellings, according to thecircumstances and wishes of each city, town, or
village, while exchanging views and conducting fieldsurveys in the three prefectures and 33 cities, towns,

and villages. This will help rapidly provide disasterrecovery public housing in the future.
4. Regional restoration housing initiatives
To support housing reconstruction with theresources of the victims and to help create jobs andstimulate industry in the regions while considering themass construction of housing in future, a system forproducing good-quality low-rent wooden housing
using local materials must be established with thecooperation of local housing producers. Therefore, theRegional Restoration Housing Liaison Committee
formed jointly by the public and private sectors wasestablished in September 2011. Its members comefrom various fields including local government(housing, forestry), design, construction, materials,
lumber, and so on from the three prefectures in thedisaster region, with staff of the National Institute forLand and Infrastructure Management participating as
academic experts to provide technical guidance andoverall project planning.
The study results were compiled as the Regional
Restoration Housing Design and Production System
Guideline in December 2011, and sample common
specifications and model designs were proposed foreach prefecture in line with the six guiding concepts
of: long-term use, future growth, environmental
protection, low price, suitability with the region, andmeeting demand. Based on the guideline, groups
consisting of carpentry and building contractors’
offices, design offices, forestry companies, and lumber
mill operators will be formed to handle production andsupply. To ensure practical development, the Liaison
Committee was reorganized as the Regional
Restoration
Housing
Promotion
Consultative
Committee in February 2012. In the future, theConsultative Committee is expected to reconstruct
suitable local housing by beginning practical work inline with various administrative policies.
References
National Institute for Land and Infrastructure Management
and Building Research Institute: Report on Survey Researchon the Great East Japan Earthquake of 2011, March 2012.

●Messages from Departments and Centers of NILIM

Aiming for Compact, Low-Carbon Urban
Planning
SHIBATA Yoshiyuki
Director of the Urban Planning Department(Keywords) Compact urban structure, low-carbon city, sustainable society
1. Introduction
On February 28 of this year, the Cabinet
approved the submission of the “Bill on Promotion of
Low-Carbon Cities” to the Diet. The Bill asks
relevant ministers to jointly establish basic guidelines
for the preparation of low-carbon urban plans to be
formulated by cities, towns, and villages, and provides
special measures based on the plans and measures todisseminate and to promote low-carbon buildings.
Low-carbon urban planning comprehensively
promotes measures such as the intensification ofurban functions,promotion of public transportutilization, and area management and efficientutilization of greenery and energy in specified areas
such as urbanization promotion areas to encourage
cities to shift towards low-carbon production. The
bill clearly stipulates “intensification of urban
functions”, and therefore, various measures will be
developed concerning intensive low-carbon urban
planning.
2. On Intensive Urban Structures
It is recognized that to address the population
decline, aging of society, and the necessity to
streamline urban management costs, we should aim
for a compact city with “intensive urban structure”
in which a certain number of people live densely in an
certain area where a good living environment andspace for interaction are efficiently provided byconcentrating theurban functions and public
services they require. This report presents related
trends.
(1) The “Compact City” Concept
The term “compact city” reminds us of initiatives
taken by Aomori City and Toyama City, which weretaken while the national and local governments weredebating various issues in preparation for enacting
new laws to invigorate city centers. The beneficial
effects of encouraging compactness on the cost of
maintaining public facilities and on the conservationof energy were advocated, and people’s focus wason concentrating urban functions in city centers andpreventing additional expansion .
(2) Act on the Improvement and Vitalization in City
CenterThis act, enacted in 1998, focused on

concentrating urban functions in city centers,
improving streets and parking facilities,
andproviding public transportation networks to city
centers, to improve built environments together with
the invigoration of commercial activities, while
striving to minimize the contribution of the central
government
However, city centers did not cease to decline as aresult of unachieved designation of land use
regulation and the continued competition to locate
large stores in suburbs or on former factory land.
(3) The Three Revised Acts on Urban Planning
An advisory given in response to the question“How should urban planning be done in the new age?”,submitted in June 2005 by the Sectional Committee
on Urban Planning and Historic Landscape of the
Panel on Infrastructure Development, noted in its
first report in February 2006 the need for “urban
restructuring” to replace existing urban structures withconcentrated urban structures, in which the locationsof commercial, administrative, medical, cultural, andother functions which provide services over wide
areas areconcentrated to ensure accessibility
without reliance on automobiles, thus creating cities inwhich many people can enjoy convenient daily life.
This resulted in the necessity for policies based on
an awareness of urban shrinkage.
The three revised acts on urban planning enacted in2006 (Revised City Planning Act, Act on the
Measures by Large-scale Retail Stores for
Preservation of Living Environments, and Act on
Vitalization in City Center) strengthen the
involvement of the national government in approvingplans made by local governments, setting andevaluating numerical targets, etc. and require measures
to restrict the location of large-scale facilities which
attract many customers, particularly in the suburbs ofregional cities.
Methods for land-use control in suburbs haveincreased, but the goals in this case were to help
achieve goals established separately for city centers.
(4) Bill for Promotion of Low-Carbon Cities
The Sectional Committee on Urban Planning andHistoric Landscape continued studies in response to
the question of 2005, and concluded its deliberations
on February 17 of last year, when it received progress

●Messages from Departments and Centers of NILIM
reports from the Safe and Secure Urban Planning
Subcommittee and City Planning Statutory System
Subcommittee.
The report from the City Planning Statutory System
Subcommittee clearly states the basic guideline: “Inplace of past urban planning and related systems
which focused on land and supply countermeasures,new systems will be repositioned to implement
intensified city structures permitting sustainable urban
life, sustainable urban activities, and sustainable
environments.”
In this basic guideline of the Ministry of Land,
Infrastructure, Transport and Tourism, announced in
November to promote sustainable and vigorous
national land and regional development, “regional
intensification (proximity of medical, employment,
and residential functions)” and “formulation of
low-carbon and recyclable systems” are presented as
directions for new policy development to create asustainable society. The bill conforms to suchdirections.

appraisal, and challenging smooth urban shrinkage
method development .
Also to offer public support to private-sector urban
developers, we are researching block-level energy
saving measures, heat island countermeasures, andmeasures to ensure greenery.
Further research is still needed on the directions ofurban policies to create a sustainable society, with thehelp of members in other fields.

3. Expectations Following the New Bill
Urban planning and policies intended to create asustainable society, which is the basic guideline, areexpected to bring great results.
The reason is that the purposes of the guideline
ought torequire, in addition tointensifying
functions in a specified area, enacting plans to deal
with the shrinkage of low density urban districts andother aspects of cities in general, and theadvancement of these policies together ought todeepen the “intensive urban structures”, andeffectively achieve the goals of other urban policies,
such as lowering the carbon emissions of entire cities,
reducing the cost of maintaining cities, invigoratingcity centers, and improving urban landscape byincreasing its greenery.
We want to note how local planning bodies will
focus on organizing “regional intensification” and“formulation of low-carbon and recyclable systems”
as their own policy challenges to skillfully apply“low-carbon urban planning.”

http://www.mlit.go.jp/en/toshi/city_plan/toshi_city_plan_fr_00
0000.html

4. Initiatives by the Urban Planning Department
Urban planning powers are now increasingly
transferred to local bodies, and the Urban Planning
Department of NILIM is required toprovidetechnical support to local planning bodies toimplement this new system to create “intensive urban
structures”. The Department plays important roles by
providing various knowledge regarding technologicalguidance given by the City Bureau of the MLIT, or byshowing planning methods and technologies to local
planning bodies.
Accordingly, we have already conducted a numberof research programs aware of population decline,
established assessment methods for future city
structures, challenging objective land-use suitability

References
1) MLIT web site: Document distributed by the
Sectional Committee on Urban Planning andHistoric Landscape of the Panel on Infrastructure
Development
http://www.mlit.go.jp/policy/shingikai/s202_toshirekishi01.html
2)

Press release of the MLIT “Promoting Sustainable
and Vigorous National Land and Regional
Development (November 15, 2011)

3)

MLIT website, Low Carbon city Development
Guidance

http://www.mlit.go.jp/common/000172677.pdf

●Messages from Departments and Centers of NILIM

Promoting Diverse Tsunami Disaster Protection
Countermeasures
KOIZUKA Takashi
Director of the Coastal and Marine Department(Keywords) tsunami, industry, ports and harbors
1. Introduction

In response to lessons taught by the Great East
Japan Earthquake of March last year, earthquake
and tsunami countermeasures are being widely
studied and numerous plans are being reviewed.
These reviews should focus on how to protect the
lives and physical safety of the citizens of Japan,
but in the future, more advanced and diverse
disaster protection countermeasures will beneeded.
2. Impact on industry

In the manufacturing industry, each company
builds its own supply chain, because globallyprocuring components to manufacture superior
products at low cost is a major key to survival.
However, the Niigata Chuetsu Offshore
Earthquake and similar events have proven thatthe entire production system of a company may
be shut down if its supply chain is broken at any
point. Firms avoid this risk by, for example,
distributing their primary suppliers, but thisearthquake and tsunami had a severe impact byhalting the production of semiconductors, autoparts etc. and halting distribution due todisruption of logistics of ports, roads, etc. The
disruption to economic activities by both thedirect and indirect impacts of the earthquake andtsunami will depress the Japanese economy
which has been struggling to recover, and willseverely impact Japan as a whole, in addition to
the burden of restoring the disaster region andreviving the livelihoods of victims. Images of thedisaster have been broadcast worldwide, focusing
attention on the risk of damage to Japaneseindustry, and the impact is likely to drag on. It
will not be easy to recover lost assets, without
which recovery may be impossible.
The total value of shipments of manufactured
products from the Tohoku region accounts forless than 10% of the total for Japan, and many
semiconductor and automobile parts factories arelocated inland where they escaped damage by thetsunami and were restored relatively quickly. The

Tokai, Tonankai, and Nankai earthquakes, which
are certain to occur eventually, will strike theheart of Japan’s industrial and manufacturing
region, and as many of these production facilities
are located along the coastline, the impact ofthese earthquakes will be immeasurable. The
existing supply chains in Japan cannot adequately
absorb and mitigate the risk, and yet moving
production centers overseas or beginning toprocure components from foreign companies toavoid such risk will destroy the foundation of
manufacturing in Japan and weaken the nation.
Promoting policies to reduce risk while keeping
production functions inside Japan is the key todisaster protection countermeasures in the future.
3. Response along the shorelines in ports

The shorelines of ports, where industry isheavily concentrated, are exposed to two risks:
earthquake risk and tsunami risk. One way of
avoiding the risk of earthquakes and tsunami is to
move to a region where earthquakes do not occur
or to an inland location which is safe fromtsunami. But an earthquake can strike anywherein Japan, and inland locations face other risks
such as landslides. Furthermore, Japan issurrounded by the sea and most physical goods
are transported by ship. It is therefore not realistic
to avoid the coast, which is convenient for marinetransport, in view of maintaining international
competitiveness and global supply chains. How
can the risk of coastlines and associated risk oftsunami be avoided?
[1] Structural countermeasures
Unlike people, manufacturing plants cannot be
evacuated to another location. Present studies
follow a policy of not building coastline plants onprotected land to withstand a low-frequency
tsunami with a recurrence period of more than
100 years. Countermeasures are necessary toprotect many plants located on unprotected port
land from high-frequency tsunamis.
Considering the situation during the recent

●Messages from Departments and Centers of NILIM
tsunami, the tsunami surges destroyed structures
while the ships and other debris carried by theflow exacerbated the damage. The scattereddebris has delayed the restoration effort.
Lowering the flow velocity, controlling its
direction, capturing debris, etc. might be effective
ways of reducing the impact. For example, could
the layout of coastline structures, warehouses ormulti-story parking buildings which escapetsunami damage, and shoreline roads, fences, andother public facilities be used to control the flowof water and block the inflow of debris? These
structures are used during normal times andreduce the financial burden of new disasterprevention countermeasures. Plans for the layoutof structures and for land use must be enacted
based on simulations focused on preventing
tsunami damage in this way and on the results ofthe simulations. For unprotected areas inparticular, it is necessary to count on the tsunami
attenuation effects of normal breakwaters. It isalso necessary to study the construction of
manufacturing plants resistant earthquakes andtsunami, by publicly requiring owners of
manufacturing plants to build their plant onhigher ground or take protective measures up to
the predicted inundation depth.
[2] Non-structural countermeasures
To provide information needed for efficient
operation of structural countermeasures, it isnecessary to provide systems linking wave heightgauges to analyze and transmit tsunami
information or the predicted time and routes ofinundation water.
Not only coastline industries, but also ports
play important roles by linking sea and landtransport to form supply chains, so their functions
must be maintained and quickly restored during
emergencies. Corporations determine the missionof their business continuity plans (BCP) in
advance to maintain and quickly restore theminimum activities, but many are now gatheringexperts to study BCP in order to maintainlogistics functions in ports and harbors such as
Tokyo Bay or Osaka Bay. This recent tsunami
caused widespread damage along the Pacific
Coast of Tohoku, so networks including ports on
the Japan Sea side were effective. In the future, itwill be necessary to study and enact port andharbor logistics BCP by linking ports over a wide
range, in Tokai, Kinki, Chugoku, Shikoku,
Kyushu, which may be struck by the predicted
Tokai, Tonankai, and Nankai earthquakes. It isalso important to consider comprehensively

providing information about the usability of port
and harbor facilities and alternative logistics
routes including land transport systems.
4. Efforts by the NILIM

The Coastal and Marine Department of the
NILIM, primarily the Coastal Disaster Prevention
Division, researches damage to facilities causedby floating debris and studies evacuation plans byperforming simulations of the evacuation ofcoastline residents, and has studied the state ofdamage to ports and coastlines caused by lastyear’s Great East Japan Earthquake in order toestablish policies for providing new coastline
facilities. The department releases the results ofthese researches as they become available. But,
aware of the importance of research on disasterprevention for coastal regions and the need todiversify and strengthen such disaster prevention
measures, the NILIM reorganized the Coastal andMarine Department in early 2012, when it will
begin
operatingas
theCoastalandMarine/Disaster Prevention Department inaddition to the Research Coordinator for Tsunami
Disasters and Crisis Management Research
Division.
We are committed to working on existing
challenges as well as a broad range of new goals
as discussed above. As advanced variations ofexisting research, we are considering how to use
our accumulated knowledge and technologies todevelop tsunami observation technologies byapplying marine short-wave radar technology,
and how to restore marine environments
following the loss of marine life or deteriorationof the environment, which are now hidden by thehuman and material damage inflicted by the
recent tsunami.
5. Conclusions

In his book, “Port Construction (Volume 1,
Introduction)”, the civil engineer, Hiroi Isami, apioneer of port construction in Japan, taking thetsunami which struck Urado (Port of Kochi) in
1854 as an example, explained that technologists
must enact plans cautiously and meticulously
while looking far into the future. Japan issurrounded by the sea, and its major cities,
industrial regions, and fishing harbors are along
the coasts. Considering Japan’s efforts on the last
frontier, which is the exclusive economic waters,
it is Japan’s destiny to defeat and survive
disasters such as tsunami, high waves, and storm
surges which are unique to coastlines, and it is a

●Messages from Departments and Centers of NILIM
mission that the world requires Japan to accept.
We must therefore hypothesize a variety ofcircumstances, recognize that they could occur,
make cautious and meticulous preparations
looking far ahead, and undertake diverse researchthat spans boundaries.

●Messages from Departments and Centers of NILIM
Ports and harbors to help ensure recovery from both the Great
East Japan Earthquake and the deteriorated Japanese tradeenvironment
Dr. SUZUKI Takeshi, Director of Port and Harbor Department(Keywords) The Great East Japan Earthquake, trade environment, international distribution, Japan’s economic
growth
1. Ports and Harbors Damaged by the Great East
Japan Earthquake
The Great East Japan Earthquake of the 11th ofMarch, 2011 caused outsized ground motions andtsunamis, inflicting tremendous damage in ports andharbors along the Pacific coast of Tohoku. Ports andharbors almost entirely stopped functioning under theeffects of the following factors: deteriorated port andharbor wave protection functions due to collapsedseawalls, sea routes clogged with stranded shippingand floating/piling of disaster debris and othermaterials, impaired berthing functions because ofleaning/subsided quay walls, loading and unloading
activities obstructed by collapsed/impaired materials
handling equipment (Photo 1) or subsidence or loss offlatness of aprons, difficulty storing goods due to thedestruction of sheds/warehouses, roads clogged withdisaster debris, etc.
2. Influence of Damage to Ports and Harbors
Disaster-stricken ports and harbors stopped
functioning and this had huge impacts on economic
activities in Tohoku and Northern Kanto areas.
Livestock raising had been one of the coreindustries in Tohoku and many of the region’s farmers
reared cattle. Tsunami stopped functioning of grain
wharfs and silos at harbors in Tohoku, and adjacent
feed mills were also devastated. So cattle were indanger of dying by the disruption of the supply of feed.
In response, feed producers in Hokkaido and Kyushu
rapidly increased outputs and provided supplies to
Tohoku by way of harbors alongside the Japan Sea
coast.
Also, as oil refineries and terminals located at
harbors in Tohoku or Kanto stopped functioning, thefuel supply stagnated, resulting in fuel shortages attransport facilities and in households and businessoffices. To tackle this situation, oil refineries
throughout the nation increased production andtransported their products by sea or by rail (Figure 1).
Various other forms of emergency transportation
were adopted, and marine transport in particular isthought to have been far more effective than otherforms of transportation. We must quickly conduct
research to learn how to prepare for or deal withdisasters by making use of such experiences with aview to saving lives from the Tokai, Tonankai, Nankai
Earthquake or an inland earthquake directly
underneath the Tokyo metropolitan area.

Photo 1. Collapsed Unloaders at Soma Harbor

Oil Refineries in
北海道の精油所
Hokkaido
Maritime
海上輸送
Transport

Rail

鉄道輸送
Transport

Oil Refineries in
西日本の精油所
Western Japan

精油所（機能停止）
Oil
Refineries (Out Of Operation)
Oil
Terminals (Out Of Operation)
油槽所（機能停止）
Oil
Terminals (In Operation)
油槽所（稼働）Figure 1. Alternative Provision Routes ofPetrochemical Products after the Quake
Income bearing industries will be necessary whenpeople resume their normal daily life one year after
the earthquake and tsunami (March, 2011). We alsoneed to quicken the pace of the regeneration offactories in the harbor areas along the Pacific coast of
Tohoku, which were broadly and terribly damaged by

●Messages from Departments and Centers of NILIM

70

\/$

30
2011

80
2010

90

40
2009

100

50

2008

60

2007

110

2006

120

70

2005

80

2004

130

2003

4. Enhancing International Competitiveness ofPorts and Harbors
Japan lags behind the other East Asian nations in
the competition to increase the size of ports and iseven in danger of losing primary container routes toprosperous East Asian ports accommodating
themselves to the global trend of enlarging vessel
sizes.
Japan must enhance its port competitiveness and, by
doing so, drive competitive advantage of our economy
and thus reduce the cost of importing consumer goods.
Also, we have to capture growth in Asia and plug it
into revitalization of our domestic economy. To
achieve these goals, we will have to take steps toquickly give our ports the ability to handle larger
vessels and improve corresponding services. In lightof Japan’s severe budget conditions, it will benecessary to carefully select feasible ports and then toconcentrate investments in them. With these in mind,
the Ministry of Land, Infrastructure, Transport andTourism chose two regions as “international container
strategic ports” in August 2010. MLIT also took steps
to select “international bulk strategic ports” in May
2011.
The Japanese government is also in the process of

90

2002

3. Deterioration in Trade Environments of JapanThe Japanese trade environment is quite severe.
The Japanese trade balance fell in 2011 (Figure 2) due
mainly to its stagnated exports and increased energy
imports. Exports were dragged down by debt crises in
European countries, declining trade volumes among
Asian countries as a result of the negative impact on
the US economy of the Lehman shock after effects,
the unprecedentedly high yen, suspended operations of
nuclear power plants after the Great East Japan
Earthquakes, parts shortages affected by the floodingin Thailand, restriction on electric use, hike in electriccharges, rising energy prices, labor costs and social
welfare expenses of firms which are perceived to be
expensive by world standards, and the subsequent
overseas transfers of offices. We fear that deteriorating
Japanese competitiveness and overseas transfers ofoffices might continue, and that more overseas
transfers might result in lower domestic employment
and tax revenues. Therefore, it is essential for us todevelop an environment in which firms can maintaintheir offices in Japan.

stepping up its trade liberalization to reinforce
international competitiveness of Japanese firms
through various measures such as overcoming
tariff-related disadvantages (Figure 3). Provided that
trade liberalization advances, the Japanese tradeenvironment will significantly change.
To promptly and precisely respond to tradeliberalizationand other changes in tradeenvironments, it is necessary to grasp economic
conditions of the countries concerned, barriers againstinternational transport and transactions, fuel prices,management
policiesofshipping
firms,
performances/dimensions of vessels,
maintenancestatus of maritime and land infrastructure, and so on. It
is also necessary to predict the speed of changes in
two-way distribution flows between ports, vessel
size/performance, frequency of port calls and cargovolume flows at each distribution port. We in the Portand Harbor Department are firmly determined topursue our forecasts and analyses in an attempt toachieve our aims.

Exports, Imports(trillion yen)
輸出，輸入（兆円）

tsunami. So we have to effectively and promptly
restorethe
distributionfunctionsanddisaster-prevention functions which factories or otherentities require. We need to solve a number ofproblems to make that happen.

Year
年
Exports
輸出Imports
輸入\/$

Figure 2. Trade Value and Japanese Yen to 1 USD
CEPA India
インド
EAFTA

CJK FTA Japan,
日中韓FTA中国 China,
韓国 Korea
日本

Indonesia,
フィリピン
AFTA インドネシア
the Philippines,
タイ
ラオス ミャンマー
Thailand, Laos,
カンボジア
Myanmar, Cambodia

Hong
Kong,
ロシア
香港
台湾
FTAAP Russia,

Taiwan,パプアニューギニア
Papua New Guinea

Singapore,
シンガポールBrunei,ブルネイ
Vietnam,ベトナム
Malaysia
マレーシア

ニュージーランド
New Zealand,
オーストラリア
Australia

Chile, Peru,
米国 States,
チリ ペルーTPP United
Canada,Mexicoカナダ メキシコ

CJK
FTA: Free日中韓自由貿易協定
Trade Agreement
TPP:
Trans-Pacific Partnership
日中韓FTA：
TPP： 環太平洋経済連携協定
between China, Japan and FTAAP: Free Trade Area of the
AFTA： ASEAN自由貿易地域
FTAAP： Asia-Pacific
アジア太平洋自由貿易圏
Korea
EAFTA： ASEAN
東アジア自由貿易協定
CEPEA： Comprehensive
東アジア包括的経済連携協定
CEPEA:
Economic
AFTA:Free Trade Area
Partnership
EAFTA:
East Asia Free Trade Area
（ASEAN+3）（ASEAN+6）in East Asia
(ASEAN+6)(ASEAN+3)

Figure 3. Free Trade Areas IncludingJapan●Messages from Departments and Centers of NILIM

Air transportation market and airports stepping into atime of change
SATO Seiji
Airport Department Manager
Key words: LCC, Open Sky, policy simulation, revitalization of regional economies, stock management

1. Entry of LCC and “Open Sky” Airline

facilities. The budget carriers have diversified efforts

Deregulation Policy

from company to company so as not to leave aircraft,

In 2012, three Japanese Low Cost Carriers (LCC)

personnel and facilities idle by getting rid of any waste

started operation, and they will compete fiercely withby ways such as reducing the time to stop at one

each other. Peach Aviation, in which All Nippon

airport, avoiding busy airports, concentrating on

Airways jointly invested, started Kansai International

shorter distance flights, swing use of facilities,

Airport based flights to Sapporo/Fukuoka in March,offering minimal free-of-charge services, having

and other flights are to follow from the same airport toemployees hold two and more work positions etc. The

Nagasaki, Kagoshima, and Incheon, Korea. Jetstar

LCC are very aggressively developing businesses inJapan, in which Japan Airlines jointly invested, will

markets including Europe and America as well as

begin by basing its operation at Narita Airport and inSouth East Asia, and it is assumed that the LCC share

July, start flights to Kansai International Airport,of the whole air transportation market has alreadyFukuoka, Sapporo and Naha. Air Asia Japan, areached the 20-30% level.

consolidated subsidiary company of All Nippon

Looking at our air transportation market, the “openAirways, will be based at Narita International Airportsky” deregulation in the airline business has been

and fly to Sapporo, Fukuoka and Naha beginning insurging and developing very quickly. Airports in theAugust and fly to Incheon and Busan in Korea from

Metropolitan Area, which were excluded from airline

October. It is estimated that the competition among

deregulation, are now included, and the fifth freedom

these Japanese owned low cost carriers will become(beyond rights) has been granted. By January, 2012,

fiercer as the introduction of more aircraft expands

Japan had already concluded airline deregulation with

their flight networks in the future. On the other hand,

twelve countries and regions centered in the US and

there are already nine low cost carriers regularly flying

Asia; and Japan will continue negotiating with China

from countries including Korea, Singapore, Malaysia,

and European countries. One aspect of the backgroundthe Philippines and Australia.

to such rapid development of airline deregulation is

A Low Cost Carrier (LCC) is a budget carrier which

the easing of restrictions on airports. The easing of

pursues a business model of lean and efficient

airport restrictions including expanded international

operation, permitting the carrier to cut operational

flights in airports of the Metropolitan Area has beencosts remarkably in comparison to major airlines andenabled by an agreement on the increase of annual

successfully offer basic services to customers at

arrivals/departures at Narita Airport to 300,000 and

extraordinary prices. The key to low cost operation isthrough an increase of international arrivals/departures

a high operation rate of aircraft, personnel andat Haneda Airport enabled through the use of runway

●Messages from Departments and Centers of NILIM
D. Concerning airports in the Metropolitan Area, theverification methods for performance design, and toallocation of airline routes and further expansion aredevelop methods for strategic maintenance andthe next tasks to tackle, and coping with busy airports

management on the premise of securing safety. It is

like Fukuoka or Naha is another task that needs to bealso essential to consider risk management methods inapproached.

preparation for future natural disasters by taking
advantage of lessons learned from Great East Japan
Earthquake. The following are specific research

2. Focus and purpose of airline policies
As mentioned above, the airline industry is in the

topics.

middle of major changes and the focus of ourgovernment policies for airlines and airports will be

3. For the improvement of customers' convenience

integrated promotion of the following: Airline

and revitalization of regional economies

Deregulation which will deregulate international flight

We promote the development of methods forroutes and the number of such flights, the promotion

policies for simulations and the improvement of theirof new business entries by new airlines including LCC

accuracy. First of all, we work on further improving

with specialized operation styles, and strategic airport

forecast accuracy for air transportation demand on theoperation such as flexible and dynamic setting ofbasis of the current air transportation demand forecast

landing fees. The effects we target to achieve thosemodel. Further, we construct policy simulation models

policies are: the revitalization of regional economies

to evaluate impacts or effects of air policies on the airby the increase of incoming tourists, which will betransportation market in the face of a growing need togenerated by creating new airline routes or increasing

create policies concerning how airports should share

flights of regular international flights and internationalroles in areas where multiple airports are constructedchartered flights, the enhancement of airport functions

and how the capacity should be managed at busy

to respond to needs of extraordinary business

airports.

operation like LCCs to achieve efficient flight andWe study the expansion of the airline network,

operation, and the improvement of customers’possibilities of establishing new airline routes toconvenience by realizing budget fare service, as well

respond to the change of the air transportation market

as the recovering and further development of theand necessary policies to satisfy them in response to

network of flights formerly downsized.

the trend towards high-frequency, small-scale aircraft

It is the role of the Airport Department to support
those policies from the technical side. Concerning

in domestic air transportation and the full-fledged
entry of LCC in the market.

challenges including how we can effectively use

We think that forwarders which act as a bridge

existing airports or how we can efficiently manage or

between the shippers and airlines are playing an

maintain current facilities, our study theme will be theimportant role as one important party involved in thedevelopment of methods which will be used byairport choice mechanism in the air cargo market, andairports across the board: to develop planning methods,

we study policies to improve competitiveness while

policy simulations methods from the perspective ofconsidering the airport choice mechanism in which

how the airport should be utilized in supporting

forwarders seem to play an important role.

andWe consider how airports should be utilized

revitalization of the regional economy, to establish

effectively; through methods to evaluate the role of an

improvementofcustomers’

convenience

●Messages from Departments and Centers of NILIM
airport in its region’s economy correctly based on themaintenance and management of airport facilities. To

theory of economics, and how local airports should

maintain safety and punctuality of aircraft, it isplay a role in supporting regional revitalization and thenecessary to inspect and check the pavement condition

promotion of tourism.

of airport runways and to maintain/manage them

The environment surrounding airport operation has

properly; and such inspections usually need to be

been drastically changing, including elements such as

executed during short periods at night when thea decrease in population, downsizing of equipment,

runway is closed. We research and study thedevelopment of LCC, airport budget changes, and weestablishment of efficient methods for maintenanceconsiderand management including development of support

ways

how

airports

can be operated

tools for regular patrols and inspections, and theefficiently.

construction of a system to share technical information
4. For safe, secure and efficient management ofthroughfacilities

construction, maintenance/ management. We further

We study the advancement of technical standards

conduct research regarding predictions of deterioration

related to airport base facilities. First, we expedite thefor preventive maintenance.

establishment of verification methods to respond toallstagesofinvestigation,planning,

We perform research on how to be prepared toperformance standardization of facility design.

ensure that an airport performs its role at the time of aFor

performancedisaster. In our study, we will pay attention to the roles

verification of asphalt materials quantitatively basedof airports changing over time, as well as risk

on dynamic and chemical indices, we improve theelements, vulnerabilities, facility recoverability, andaccuracy of lifecycle costs calculations; further, we

methods to achieve earlier availability of each airport.

establish reasonable design methods adapted to people

We research the risk management of airports. Basedliving longer, realize simplified maintenance andon certain hypothetical situations, our study will pay

management and enhance strategic maintenance andattention to the assessment axes of results seriousness,management.

frequency of occurrence and vulnerabilities, and to an

example,Further,wethroughdevelopenabling

surfacedesignmethods

overall evaluation of countermeasures.

concerning runway safety performance by reflecting
characteristics of paving materials and establish[Reference]

lifecycle costs calculation methods so that we can1) Futoshi Osada, “Koku Gyosei no Genjo to Tenbo ni

construct reasonable stock management methods for

Tsuite [Current status and perspectives of airline

airport base facilities.

administration],”We consider a draft for the revision of thecalculation standards for airport civil engineering
works and an improvement of the calculation system
for airport civil engineering works, and consider adraft of construction management standards includingcommon specifications for airport construction andcommon specifications for investigation.
We work on the advancement and efficiency of theAviation

Association, Jan. 19, 2012

PolicyResearch

●Messages from Departments and Centers of NILIM

Reliable ICT in an Emergency
UEDA Satoshi
Director, Research Center for Advanced Information Technology(Keywords) disaster prevention/mitigation, ICT, ITS, information‐oriented construction, unmanned construction,
CALS/EC1.

the earliest stages of the disaster. Large amounts ofIntroduction
One year has passed since the Great East Japanprobe data have been collected by ITS Spots (RoadEarthquake. During that time, investigations ofSide Units): ITS spot services have just started

rebuilding/rehabilitation and the state of damage havenationwide in August 2011, and it was hoped thatbeen vigorously carried out in many areas. As a result,probe data would be utilized as “bond links”, as it

details about the situation during the disaster have

were, by combining their capabilities to help people inbeen revealed .

an emergency.
theBecause people are now accustomed to using

information and communication systems, creating an

Twitter, Facebook and other social networking

information vacuum. It is impossible to prevent andservices, they served as effective platforms for people

mitigateandto contact each other and to undertake rescue

various

operations even though ordinary telephone call

proposals from related institutions. Dr. Toshitaka

communication was shut down. People also made

KATADA, a professor at Gunma University, refers togood use of Google Person Finder 1 (whereabouts

three major rules for surviving catastrophes: “Do not

information) whose capabilities were enhanced by

be shackled with assumptions, do your best, and try to

combining it with digital mapping information.

Theearthquake

disasters

communicationandtsunamiwithout

systemssmashedinformation

confirming

tobe the first person to run”. Information and

It is also necessary that “Road Stations” (rest areas

communication technology (ICT) plays importantalongside roads) be renewed as recovery bases during

roles in this regard.

disasters. For instance, Takehara(Hiroshima Pref.)Road Station was allocated as a recovery base. A

2.

stand-alone power generation facility and a water

ITS (Intelligent Transport Systems)
The information in “Traffic Availability andreceiving tank have been installed at this station.

Suspension Information” proved useful at the initial“Connected” has become a keyword of the ITS

stage of the Great East Japan Earthquake. This

world recently, especially in an emergency. For

information consists of probe data (travel records)

example, V2I stands for vehicle to infrastructure

and

road

communications and several abbreviations’, such asadministrators, which is available on the internet. It

V2V, V2H or V2G, are used to represent the idea oftraffic

suspension

information

fromattracted great attention at international conferences on
ITS. It helped people take first action in the midst of
widespread disruptions and information shortages in1

Google person finder helps people reconnect withfriends and loved ones in the aftermath of natural andhumanitarian disasters

●Messages from Departments and Centers of NILIM
two-wayconnections (H: Home,

electricity).

G:

Grid

of

The ITS world is going into a new

River disaster, 1969). These unmanned construction
technologies

weredeveloped

for

use

in

the

phase: vehicles, houses and the smart grid are allreconstruction after the eruptions of Mt.Unzen byconnected by means of IT technologies to deal withcombiningenergy issues as well as traffic issues. There is also aequipment.

wireless

technologies

andimaging

Japanese version of the global navigation satellite

The development of robots could easily besystem project centered on launching the quasi-zenith

abandoned because research work tends to be isolated

satellite in an attempt to link up with space

due to uncertainty that it will ever be practicallyinfrastructure.

applied. Fortunately, construction sites are real, notasvirtual. Thanks to this environment, when they are

vehicle-oriented policies to some extent. The new ITS

needed, they will be used because people in the field

services for cyclists and pedestrians should beareconsidered to deal with the problem of the difficulty

technology by promoting R&D, building equipment

people face in returning home from their offices in an

maintenance systems and educating operators.

ITS

initiatives

have

been

considered

continually

involvedinencouraging

theemergency. To make that happen, it is also essential to

A few issues remain to be tackled. These include

use personal probe data more efficiently. This directly

the fact that the range of their operation is limited.,reveals people’s movements obtained by mobile

And electrical wave interference, work inefficiency

phones or transportation IC cards such as SUICA,

and construction accuracy (finished work quality)

PASMO or ICOCA to enhance emergency support

undermeasures.

environmentstheeffects
also

ofproblematic

remain

to

be

radio

wave

dealt

with.

Manipulation from a more remote place will be
3.

Unmanned

Construction(Construction

necessary when it is necessary to deal with radiation.
Also the market is not large enough for every private

Robots)Although Japan has the world’s highest level ofentity to make profits even if there are real sites in

how useful theplace. Therefore we need to find a way to build a

robots are is still controversial. The practical usability

system which enables us to maintain long-termof robots has not been as efficient as expected,

operations by taking measures such as applying theconsidering the situation at Fukushima Daiichi

technology to a wider range of situations.

robot manufacturing technology,

Nuclear Power Plant, which was damaged by theearthquake.

4.

Unmanned

automation

technology

has

CALS/EC

Reconstruction should be executed quickly and

been
in

public works should play the major role. CALS/EC2

emergencies where it can manipulate robot-like

is a system intended to drive productivity bymachines. It is particularly advantageous to make use

converting information created by each process,of these devices under the harsh conditions where asurvey, designing, work executions and maintenancesecondary disaster is highly likely to follow an initialmanagement of public works, into electronic data, anddisaster.

by sharing the information using communication

introduced

toconstruction

Unmanned

remote-controlled

sites,

vehicles

using

wired

especiallywereinitially

communication2(amphibious bulldozers applied to the Joganjigawa

Continuous Acquisition and Life-cycle Support/Electronic Commerce

●Messages from Departments and Centers of NILIM
networks. This system must be used to speed up the

putting it into full use in the case of an emergency.

process of reconstructions.
Data distributions related toelectronic bidding andelectronic delivery are successfully progressing interms of the data distribution speed. On the other hand,5.

the data stream for designing and work executions“Only providing precise, prompt and detailed

are(Buildinginformation would be not enough to promote

Information Modeling) has been in progress in theevacuation actions. In addition, it is reported that toobuilding construction world. The purpose of BIM is tomuchenhance

information was found only to deter evacuating

not.

The

introduction

productivity

of

BIM

by

leveraging

which

consistbuilding

Conclusion

enhancedfunctionalityofevacuation

three

actions (“Tsunami Disaster” by Yoshiaki Kawada,

dimensional building models built on computers andIwanami Paperbacks (in Japanese)). “Information andcombined

includingcommunication technology” may be imagined as

specifications/performance of materials/components“highly state-of-the-art technology”. ICT issues areor cost information at each stage: construction

usually discussed only from a technology standpoint

designing,rather than from a user standpoint. We must not forget

information

modelsattribute

work

data

executions

and

of

maintenancethat it is humans who use either information or

management.
utilizing

communication technology. We are now determined

three-dimensional design data necessary to recognize

to squarely meet requirements by various people andfinished work quality control (earthwork) by Total

regions in the society to actually implement the PDCA

Stations and the machine control of motor graders.

cycle.

Civil

engineers

have

been

Electronic data conversion is important because it
enables us to facilitate linkage with information‐[References]oriented construction and unmanned construction.

1) “Urgent Recommendations-Disaster Mitigation

Electronic data conversion also strengthens risk

(Disaster Prevention and Disaster Reduction)

management by enabling us to get quick access toUsing ICT-, Integrated Research & Survey Team”

backup data. A disaster could damage a lot of

by Japan Society of Civil Engineers/Institute ofprecious paper information such as plans of buildings

Electrical Engineers of Japan, July, 2011 (inwhich are required to manage

English)rebuilding or

rehabilitation. Therefore performing electronic data
conversion and backups could

support BCP

2)“Unmanned Construction Technology Well
Utilized for Disaster Restoration” by Kenichi(Business Continuity Planning) by using cloud

Fujinocomputing.

Research Institute, Construction Robot Forum,At the same time, it is also important that, byOctober, 2011 (in Japanese)valuing speed up conscious perception, we makepractical efforts by beginning with what is possible
while keeping in mind the ideal

construction flow

process CALS/EC. This will help diffuse CALS/EC
throughout local municipalities resulting in them/ Masaharu

Moteki, Public Works

●Messages from Departments and Centers of NILIM

To reduce damage caused by natural disasters
GOTO Koji
Chief, Research Center for Disaster Management(Key words) Natural Disaster, reduce damages, monitoring/warning/forecast, evacuation on warning

most serious of all heavy rain disasters since Word

1. Frequent natural disasters
Looking back on natural disasters that occurred in

War II.

2011, Shin-moe-dake of the Kirishima mountains

Approximately 70% of the Japanese land isstarted full-scale volcanic activity on January 26 formountainous or hilly. Its topography is mostly steep,

the first time in about 300 years; and on March 11, awith the geological formation being weak; moreover,gigantic earthquake of magnitude 9.0, the biggest everthere are a large number of active volcanoes, andobserved in Japan, hit the Pacific Ocean side ofearthquakes frequently occur. Besides, we haveTohoku region followed by a huge tsunami causing

explained that Japan has a high risk of naturaldevastating and enormous human and material damage

disasters because it rains heavily beginning with theand seriously affecting social and economic activities

seasonal rain front and when typhoons approach orin broad areas centered on the Pacific coast. Turning

make landfall in Japan. Along with the increase of

to disasters caused by heavy rain, Typhoon No. 6 inintensive rainfall in a short period of time due toJuly caused continuous heavy rain amounting to 1,000

climatemm in the Naharigawa River area in Kochi Prefecture,earthquakes and volcanic activities including the Great

triggering a debris-flow caused by a deep landslide in

East

Kitagawa village, and caused damage to national roads

Shin-moe-dake of the Kirishima mountains

and power plant facilities. Heavy rain in Niigata andhave occurred

Fukushimarecordeddisaster-preventive strength has weakened due to thecontinuous rainfall of 600 mm and more, causing

advance of the aging society and depopulation of

more

mountainous

than

prefectures,

250

also

in

July,

sediment-related

disasters.

change,Japan

recently

EarthquakeAt

areas,

frequentandthe sameplus

large-scaletheeruptiontime,natural/socialofregionalchanges

Furthermore, Typhoon No. 12, which hit Japan inincluding financial restrictions. For these reasons, we

September, brought record rainfall over broad areas

can say that 2011 was a year when we strongly felt

centered on mountainous areas from western tothat the risk of disasters is increasing.

northern parts of Japan, especially in the Kii
Peninsula, where continuous rainfall exceeding 2,000

2. Responding to low-frequency but large scale

mm caused many deep landslides and approximately

disasters

200 sediment-related disasters including 17 landslide

Based on the Great East Japan Earthquake, thedams. Judging from aerial and satellite photographs

Council for Social Infrastructure Development (Shakai

taken after the typhoon, it is estimated that the

Shihon Seibi Shingi Kai) and the Transportation

landslides had a volume of approximately 100 million

System3

m . The heavy rainfall disaster turned out to be thePlanning

SectionoftheCouncilforTransportation Policies (Kotsu Seisaku Shingi Kai

●Messages from Departments and Centers of NILIM
Kotsu Taikei Bunka Kai Keikaku Bukai) summarized

natural disasters.

an urgent proposal “Concept of town development to(1) Monitoring and alerting people to wide area andprevent tsunami disasters” in July 2011. That proposal

large scale natural disasters

indicated that relatively frequent tsunami of a certain

In the event of a wide-area, large-scale naturallevel and tsunami which occur at an extremely low

disaster, it is essential to get the whole picture of thefrequency but cause large scale disasters are to bedamage situation as soon as possible and to take initial

hypothesized as targets for disaster prevention

responses in a proper manner. One example is the casemeasures based on structures, and that the concept thatof Typhoon No. 12 which hit Japan in September“measures to reduce damage caused by disasters

2011. Concerning landslide(protect human lives and reduce damage as much as

formed in Nara and Wakayama prefectures, the teampossible) are executed to achieve the aim of protecting

startedhuman lives by all means in whatever disasters, theSeptember 4, then on September 8, the team informed

large scale Tsunami may cause.” The proposal also

the affected local governments about predictedpresents the fact that “disasters have no upper limit" as

sediment-related disaster areas and the time they werea lesson, and mentions that the most important goal of

expected in the form of sediment-related disaster

improving social infrastructure is “to protect the lives

warning information. Our team checks the formationand daily life of people” and to consider disasters ofof landslide dams, measures their shapes and performs

all kinds without limiting them to measures against

flooding simulations in a very short time in order totsunamis; and to execute overall disaster prevention

have local governments issue evacuation warnings andmeasures by resorting to all possible “hardware” andinstructions. The initial investigations when a disaster“soft” measures for reducing damage by low

occurs are mainly investigations by helicopters or

frequency but large scale natural disasters including

taking/analyzing photographs by aircrafts; but thosebiginvestigations

earthquakes,

stormsandflood

damages/investigating

face

the

dams which weredamagechallenges

situation

becauseonnight

sediment-related disasters caused by typhoons, ininvestigations are impossible or the investigations areorder to build up a strong foundation for the national

impossible under bad weather conditions. As one

land. Besides steadily improving disaster preventive

method to permit investigations of the extent offacilities, it is becoming more and more necessary anddamage even under bad conditions, we are developing

important to improve capabilities to deal withan investigation technology that uses synthetic

situations caused by disasters and think of “soft”

aperture radar (SAR), which is capable of observing

measures to support the evacuation of residents.

disaster damage even during the night or under bad
weather conditions, to monitor large scale landslides,

3. For the improvement of risk management

landslide dams, flooded areas, and areas withorganization

concentrated damage to

The following presents research and development

infrastructure.

which the Research Center for Disaster Management

Furthermore, in order to grasp the occurrence of deep

conducts in the midst of the increasing need forlandslides as early as possible, we are developing ameasures on the “soft” side - including the early grasp“Large scale landslide monitoring and warning systemof the damage situation, and monitoring and warning(tentative name)" which combines high precisionsystems for the purpose of reducing damage caused byrainfall monitoring by the above mentioned satellite

buildings and public

●Messages from Departments and Centers of NILIM
remote sensing technology and X Band MP radar, andand especially complex natural disasters from excess

seismometers to sense ground vibration that isexternal force, earthquake, flooding beyond ourgenerated when a landslide occurs, etc.

expectations which have not been well considered, we

In addition, to reduce damage caused by flooding in

now review damage caused and the structure of thesmall to medium size rivers caused by local intensive

influence of such a disaster, construction methods for

rainfall, consideration is being given to a “Monitoringdisaster scenarios, and disaster risk and impact

and forecasting system against flood damage” which

evaluations etc.; and we are considering how risk

combines providing real time monitoring devices for

management against excess external force andan entire drainage basin, inundation inside the leveecomplex natural disasters should be done or how

and inundation by river water; rainfall monitoringhighly robust basic facilities for disaster prevention

using X Band MP radar; and river water level forecast

should be planned.

through a distributed rainfall-runoff model and soforth.

4. Improvement of regional disaster-prevention(2) Technology for the immediate estimation of

capacity

earthquake damage

We have introduced initiatives from the perspectives

Inspections will be made of facilities underof understanding damage status, and of collecting andmanagement immediately after the occurrence of aanalyzing disaster information. To reduce damage

large scale earthquake, but it is predicted that it shouldcaused by large-scale natural disasters, communities

take longer to grasp the whole picture of the damage

and residents, who receive this disaster related

in a case where an earthquake occurs at night or in a

information,case where the damage is spread over broader areas

information and take adequate and efficient actions

and where the damage is severe. For example, after

without losing time. For that purpose, it is necessary to

the Southern Hyogo Prefecture Earthquake or the

improve

Niigata Prefecture Chuetsu earthquake, it took 10

communities and residents through disaster preventive

hours or longer to grasp the entire facility damage

training, practical disaster preventive drills, passing on

status, resulting in a period with an information blank.

the disaster preventive culture to later generations andIn order to realize quicker initial responses toso forth. For the future, we would like to work on

disasters, we are now developing methods to estimate

further deepening our considerations about improving

the distribution of seismic motion from strong motion

area disaster preventive capacity and construct reliable

earthquake records (seismic intensity, acceleration, SI

warning and evacuation systems.

the

need

to

disasterproperlyunderstandprevention

capacity

thisofvalue etc.) received from the network of seismometers
immediately after the occurrence of an earthquake,[Reference]and methods to estimate damages status to facilities

1) [Concept of town development to prevent tsunami

under our own control such as river facilities or roaddisasters] proposed urgently by Council for Social

facilities from seismic motion distribution.

Infrastructure Development (Shakai Shihon Seibi(3) In preparation for excess external force andShingi Kai), Transportation System Planning Section

complex natural disasters

in the Council for Transportation Policies (Kotsu

With the focus on natural disasters including
earthquakes, heavy rainfall and volcanic activities,

Seisaku Shingi Kai Kotsu Taikei Bunka Kai Keikaku
Bukai) in July 2011.

●Messages from Departments and Centers of NILIM

Comprehensive Efforts after the Great East Japan
Earthquake
to Reduce Damage by a Comprehensive Interdisciplinary Approach
KISHIDA Hiroyuki (Dr. Eng.)
Executive Director for Research Affairs(Keywords) Large earthquake, reconstruction/recovery, interdisciplinary
1. Introduction
On the same day as the Great East Japan
Earthquake of March 11, 2011, the NILIM began tosend staff to the disaster region to provide
technological support by surveying the state ofdamage and cleanup work on site. Later, the head
office and regional development bureaus of the
Ministry of Land, Infrastructure, Transport andTourism (hereafter “MLIT”) provided technicalsupport as needed at each stage, either on site or atstudy meetings, to draw up reconstruction andrecovery plans or to prepare various countermeasures
such as revising necessary technical standards. By
January 27, 2012, the number of personnel, all experts
in their respective disciplines, sent to the disasterregion under TEC-FORCE had reached 142 (372
man-days), as shown in the table.
2. Past efforts
This section introduces the major activities for eachphase which the NILIM has carried out.
(1) Immediately after the disaster
The NILIM provided technological guidance to help
evaluate the serviceability and quickly restore various
social infrastructures which are indispensable for saving
lives and rebuilding them. Regarding roads, it provided
technical
guidance
concerning
serviceability
evaluations and emergency inspections to support theclearing, inspection, and restoration of trunk roads.
Concerning rivers and coasts, it provided technicalguidance by surveying the state of damage andemergency restoration necessary before a flood
discharge. Regarding ports and airports, experts on
tsunami and various kinds of facilities surveyed thedamage to key ports and to Sendai Airport. For sewage
treatment systems, they surveyed the state of damage
and provided technical guidance to ensure publichygiene in the event of sewage overflows, and guidanceon how to respond urgently to the suspension of sewage
treatment plants. In particular, to summarize emergency
proposals until sewage treatment plants have recovered,
the NILIM has provided technical support withemergency restoration methods and simple treatment
methods. Regarding building construction, it has carriedout a number of damage surveys, and regarding erosion
control, it has given technical guidance on inspecting
and evaluating the safety of steep slopes at risk ofcollapse and sediment disasters.
Table 1. Personnel sent to the region under
TEC-FORCE
Specialization

Total number of personnel
dispatched
23 (64 man-days)
5 (15 man-days)
8 (21 man-days)
14 (41 man-days)
3 (8 man-days)

SewersRiversShoreline
Bridges
Dams
Road disaster2 (6 man-days)
prevention
Building structures
38 (99 man-days)
Building fire
6 (17 man-days)
prevention
Airports
3 (16 man-days)
Ports and harbors
15 (44 man-days)
Erosion control
17 (25 man-days)
Earthquake disaster8 (16 man-days)
prevention
Total
142 (372 man-days)* Total of 84 (252 man-days) sent during the month
immediately after the disaster(2) Major past efforts
After emergency activities of this kind, the NILIM
and the bureaus of the MLIT jointly examined thedamage and its causes, then based on the results,
verified the suitability of present technical standards
etc. and considered measures to restore facilities.
Typical activities include verifying serious damage
caused by the tsunami along the coast, and identifying
the scale of the tsunami at coastal locations, thenbased on the results, conducting joint studies withresearchers in various related fields to prepare a
handbook on simulating tsunami inundation. To
encourage use of this handbook to help prepare
restoration countermeasures, the NILIM set up acontact section for consultation by cities, towns, andvillages. The results have also helped to set design
tsunami levels for coastal dikes, which are essential
for restoration and recovery (in cooperation with the
Ministry of Agriculture, Fisheries and Forestry, July11). Studies on methods of designing structures inother fields are also being conducted in line with theconcept of setting design tsunami levels. Regarding
building construction for example, the Building
Structure Standards Committee formed by the NILIM

●Messages from Departments and Centers of NILIM
has studied “Countermeasures to Ensure Safety basedon Damage to Buildings, etc.” and has clarified theexternal forces required to study the structure oftsunami evacuation buildings by, for example, findingout how a tsunami
forms a swell-head upon
encountering a building. Standards for improving
non-structural members and measures to handle
long-cycle earthquake motion are also being studied.
In addition to tsunami damage, this earthquake
caused liquefaction resulting in widespread damage.
On reclaimed land in the Kanto region, along Tokyo
Bay and in the interior, all far from the hypocenter, theearthquake caused severe damage to ordinary homes
and other buildings. Meanwhile, public infrastructuresuch as water mains, sewer pipes, and other lifelines
was severely damaged as well as structures, and riverlevees settled and were breached. The NILIM studied
common technical matters for combating liquefaction
at meetings with various experts, and helped them
distribute the findings of their surveys. The results
showed that the FL method, which has long been used
for judging liquefaction, can generally judge theoccurrence of liquefaction caused by an ocean trench
earthquake. Earthquake records obtained during thisrecent earthquake will be used to study and verify
dynamic analysis methods for ground, improve theprecision of estimating ground deformation, and help
rationalize liquefaction countermeasures. All theseissues must be considered when conducting reviews ineach field in future.
To study tsunami and liquefaction countermeasuresand design concepts, the NILIM will use its strengths
as a comprehensive research institute to collectdocuments
andexchange
informationon
countermeasures in related fields, methods of setting
the external force of tsunami, etc.
Technical standards for structures which are revised
or scheduled to be revised reflecting the results ofresearch by the NILIM include, in addition to theabove standards, the Specifications for Highway
Bridges and the Guideline to Earthquake ResistanceCountermeasures for Sewage System Facilities.
New efforts are also needed. Radioactive substances
dispersed by the accident at the Fukushima Daiichi
Nuclear Power plant have severely affected many
sewage treatment systems, particularly in the Tohoku
and Kanto regions. The NILIM is surveying the
behavior of radioactive substances in sewage
treatment processes, and studying the safe handling of
sewage sludge containing radioactive substances.
For information about research in each field andtheir incorporation in major standards, please refer toreports on research trends and achievements in eachfield related to the Great East Japan Earthquake inlater sections.
3. Conclusion
One challenge revealed by the earthquake is, as
pointed out by the Central Disaster Prevention Council,

the need to conduct nationwide studies of the largest
earthquakes and tsunami which occur once every
1,000 years, and to revise preparations for nationwide
disasters including West Japan, by for example,
forming a Cabinet-level committee to study models of
massive earthquakes of the Nankai Trough. The
NILIM, to improve crisis management research toprepare for huge external forces and multiple natural
disasters, must work on: 1) analyzing historical cases,2) revising methods of building disaster scenarios, 3)
examine robust “hard” (structural) countermeasures,and 4) study the combination of both “hard” and“soft” countermeasures to mitigate disasters, byholding seminars and forming working groups, etc.
within the NILIM. As a comprehensive research bodythat supports the technological policies of the MLIT,
the NILIM will not only provide technical support for
restoration of the affected regions, but will also
support integrated crisis management countermeasures
including both “hard” and “soft” measures throughout
Japan.

●A Case of Utilizing Results

Providing information to the Port and Harbor
Subcommittee of the Transport Policy Council
NEGI Takashi, HeadKUMAGI Kentaro (Dr. Eng.), Senior Researcher
WATANABE Yuji, Research Engineer
Coastal and Marine Department, Coastal Disaster Prevention Division(Key words) Great East Japan Earthquake, Council/Study Committee, damage to ports, breakwater, seawall, parapet
1. Introduction
Data representing damage to ports and harbors by theGreat East Japan Earthquake was organized and theinformation was provided for use in deliberations by aCouncil and a Study Committee established by the
Ministry of Land, Infrastructure, Transport and Tourism.
2. Disaster Prevention Section of the Port and Harbor
Subcommittee of the Council for Transport Policy
The Division provided information, mainly an outlineof port and harbor damage and damage mechanisms, tothe Disaster Prevention Section of the Port and Harbor
Subcommittee of the Council for Transport Policy, andparticipated in a
generaldetailed
examination at theinterimreportcompilation1) stage.
Taking damage toseawalls (and othershoreline protection
structures) as an
example, it provided
photos taken during
field
surveys,hypothesizeddamage mechanisms,
andpresented
problems
withstability
duringbackwash and thesevere impact ofscouring by the flow
Photo 1. View of Damage toduring overflow anda Seawall (by the Backwash)
return flow.
For breakwaters, it
proposed presentations based on photos captured fromvideos, permitting the presentation of the state offunctions of a breakwater when the first wave stuck.
It also proposed concepts and study directions for“tough structures”.
3. The Study Committee for Tsunami
Countermeasures for Coastlines
The Study Committee for Tsunami Countermeasures
for Coastlines organized information about damage to

View of the first wave
overflowing the breakwater

View of the breakwater as it appeared
during backwash of the first wave

Photo 2. Presentation Using Photos Captured from aVideobreast walls at the same time as it pointed out theimportance of countermeasures for stability, scouring,and suction during backwash, and of drainage measures
as future study challenges, and reflected these in the
Study Committee’s report2).

Overflow

Water level
difference
External forceof tsunami

Resistance force tothe tsunami rises,
moving the caisson,
but it is notbreached.

CaissonFoundation
mound
Aim is to design a tough structure which, even after damaged by a tsunami highenough to overflow the breakwater, is not breached and continues to display
disaster relief effects.

Figure 1. Image of a Tough Structure[Reference]
1) Necessary comprehensive tsunami measures for ports
and harbors (interim report), July 6, 2011, Disaster
Prevention Section of the Port and Harbor
Subcommittee of the Council for Transport Policy2) Basic concepts of restoration of coastal dikes etc.
damaged by the Great East Japan Earthquake andTsunami of 2011, November 16, 2011, Study
Committee for Tsunami Countermeasures for
Coastlines

●Research Trends and Results

Technical study of the creation of communities
resistant to tsunami disasters
SUWA Yoshio, Head
KATO Fuminori, Senior Researcher
River Department, Coast Division(Key Words) tsunami, swell head, tsunami inundation assumption, tsunami protection facility
1. Outline
Past tsunami countermeasures have been focused
primarily on structures such as coastal dikes
hypothesizing a tsunami level of constant frequency,
but in reaction to the tsunami produced by the Great
East Japan Earthquake, the Ministry of Land,
Infrastructure, Transport and Tourism has studied andlegally prescribed the creation of communities
resistant to tsunami disasters. The creation ofcommunities resistant to tsunami disasters isestablished to protect human lives even when thelargest class of tsunami strikes by, based on theinundation assumption and under the concept of“multifaceted protective mechanisms” which, combine
structural and non-structural countermeasures,comprehensively promoting the provision of tsunami
protection facilities, the restriction of development
activities, and the construction of warning andevacuation systems. Among these, methods ofevaluating the swell head of tsunami on the front
surface of a building etc. serving an as evacuation site,
technical standards for filling and cutting of theground during development activities in districts
which might be inundated, and technical standards fortsunami protection facilities were studied.
2. Methods of evaluating the swell head of tsunami
When a prefectural governor designates a tsunami
disaster caution district or a tsunami disaster special
caution district, the government publicly announces astandard water level (inundation depth consideringswell head). The mayors of cities, towns, or villages
can apply this standard water level to designatedobjects complying with a fixed standard within thetsunami disaster caution district as designatedevacuation facilities. And one essential condition forauthorization of a social welfare facility, school, or
medical treatment facility etc. (below called a,“designated development activity”) in a tsunami
disaster special caution district is that the heights ofthe floors of habitable rooms be equal to or higher
than the standard water level.
The standard water level adopted is the maximum
value of the specific energy of each calculation meshobtained by a tsunami inundation simulation
performed to hypothesize a tsunami inundation. Its

suitability has been confirmed by a tsunami inundation
simulation including a hypothetical arrangement ofbuildings and by a verification using the trace heightof past tsunamis.
3. Technical standards for filling and cutting
A study is done of a technical standard which
ensures that a precipice formed by filling and cutting
executed as part of a designated development activity
is safe against a tsunami which has run up.
・A precipice which is not covered with a retaining
wall shall be protected by sodding instead of sprayedmortar based on the result of using a tsunami
inundation simulation to calculate the depth of erosionof the cliff surface based on the flow regime of thetsunami.
・Stability against scouring of the toe of the slope of
the precipice shall be analyzed based on circular slip
while considering the maximum scouring depth
hypothesized, and based on the results, protective
work shall be installed or a fill and cut setback shall beformed premised on scouring.
・It is presumed that the overflow of the tsunami will
erode the top edge of the precipice, so
countermeasures are taken using regulations for the
crest work of the low water revetment of the river.
4. Technical standards for tsunami protection
facilities
Tsunami protection facilities, which are intended tosave the lives of people from the largest class oftsunami, include embanked structures, revetments,
levee walls, or lock gate, which have functions toprevent inundation by tsunami of the backgroundurban district on dry land. Under the technicalstandards, after the target achievement performanceand safety performance of a tsunami protection facility
have been decided, the conditions and the methods
which should be considered to verify these shall beorganized.
[Reference]
Materials of the technical committee for creation ofcommunities resistant to tsunami disasters.
http://www.mlit.go.jp/river/shinngikai_blog/tsunamibousaitiiki/index.html

●Research Trends and Results

Analysis of damage to coastal dikes by tsunami—Damage analysis to discover the direction of future countermeasures—

SUWA Yoshio, Head
KATO Fuminori, Senior Researcher
WATANABE Kunihiro(Ph.D), Researcher
River Department, Coast Division(Key words) Tsunami, coastal protection facility, disaster

Damaged length rate obtained bytotaling total lenght of all sections

structures more strictly than the envelope curve shownin the bottom of Figure 1.
3. Differences in state of damage according towhether or not the toe of the landward slope iscoveredRegardingtherelationshipofcovering/
non-covering of the toe of landward slopes with thetotal destruction length rate, the results of totaling data
for each section by overflow depth from less than 2m
to 4m etc. reveal that within an overflow depth range
from 2 to 6m, the damaged length rate was lower
when the toe of the landward slope was covered (topof Fig 1). It is necessary to conduct experiments toclarify why there were no differences at and above an
overflow depth of 6m.

Damaged length rate by section

1. Outline
In response to the damage by the Great East Japan
Earthquake, the Central Disaster Management Council
compiled an interim report on 26th June, 2012 andmentioned the principles, “With regard to coastal
protection facilities, it is also essential that progress be
made in the promotion of technical developments for,and installment of structures that will rigorously
withstand tsunamis that are higher than those forwhich they were designed”1). We studied structures toensure the toughness of facilities against tsunami by
dividing the coastline from Aomori Prefecture to
Chiba Prefecture into about 1,400 sections according
to the facility structure, then analyzing the relationshipof the state of damage, the structure specifications(landward slope gradient, toe of landward slope
covered/not covered, etc.), and tsunami heights tohypothesize the facilities’ damage mechanisms. As
one example, directions in preventing scouring bycovering the toes of landward slopes of coastal dikes
with three surface-armoring are showed here.
2. Relationship of tsunami overflow depth withstate of damage
Figure 1 shows the relationship of tsunami overflow
depth with damaged length rate (percentage of total
facility length which is damaged) in 118 sections ofcoastline dikes with three surface–armoring. There
were cases where 100% of the dikes were totally
destroyed at an overflow depth of about 3m, while inother cases, even at overflow depth over 10m, thedamage length rate was 0%, revealing that even under
the same tsunami height, the state of damage differed
greatly according to section (bottom part of Fig. 1).
This could be caused by diverse on-site conditions or
facility structures, and it means that a structure which
has been effective on one coastline might not beeffective on another coastline. It will be necessary tocollect as many cases as possible, and clarify thevariation in the data, to carefully study ways ofhandling the data according purpose of use. To
scientifically discuss differences in the state ofdamage, the average values which also consider
differences in the length of each coastline (top of Fig.
1) are also important, but in order to protect human
lives at all cost, it is necessary to assess safety of

1.0

Values in the figure are total
length of the object facility(km)
Blue: no covering on the toeof the landward slope
Red: covering on the toe ofthe landward slope

0.1
0.8
0.6
17
0.8

0.2

2.4

0.0
0.0
1.0
1.0

4.0

1.8

0.4

Completely destroyed（nocovering）
Completely destroyed（covering）

4.0

Half or more destroyed（nocovering）
Half or more destroyed（covering）

1.4
3.0 3.1
1.6 1.0

Solid lines in the figure =completely destroyed,
broken lines = envelope
curve of half or more

0.8
0.6

Completely destroyed（nocovering）

0.4

Completely destroyed（covering）
Half or more destroyed（nocovering）

0.2

Half or more destroyed（covering）

0.0
0

2

4

6

8

10

12

14

16

Overflow depth (m)Figure 1. Differences in State of Damage of Coastal
Dikes with Three Armored Surfaces With/Without
Covering on Toe of the landward Slope[Reference]
1) Report of the Committee for Technical
Investigation on Countermeasures for Earthquakes
and Tsunamis Based on the Lessons Learned fromthe “2011 off the Pacific coast of Tohoku
Earthquake"
http://www.bousai.go.jp/jishin/chubou/higashiniho
n/Report.pdf

●Research Trends and Results

Study of earthquake and tsunami countermeasuretechnologies to prevent sewage treatment systemdamageYOKOTA Toshihiro, HeadFUKUYA Wataru, Senior Researcher
MATSUHASHI Manabu, Researcher
Water Quality Control Department, Wastewater System Division(Key words) Great East Japan Earthquake, sewage facility, liquefaction, tsunami
1. Outline of damage to sewage systems by theGreat East Japan Earthquake
The Great East Japan Earthquake severely damaged
many sewage facilities extending from the Tohoku
region to the Kanto Region. In particular, treatment
plants and pumping stations along the Pacific Coast
were severely damaged by tsunami, and along theshore of Tokyo Bay and in the downstream region of
the Tone River in the Kanto, liquefaction throughout
the region obstructed the sewage conveyancefunctions of sewage pipeline facilities (Fig. 1).

Figure 1. View of Damaged Sewage Facilities
2. Questionnaire survey
The National Institute for Land and InfrastructureManagement carried out a questionnaire survey of
local governments in the damaged region (effective
response rate: 69%) in order to clarify the causes ofdamage to sewage treatment plants and sewage
pipeline facilities caused by the Great East Japan
Earthquake. Figure 2 shows the percentages ofdamage by cause to individual facilities (categorized
as 23 facilities) in sewage treatment plants and to
pipeline facilities.
Among sewage treatment plants, 54% weredamaged by the tsunami, followed by 41% by theearthquake motion, and 4% by liquefaction. Of thedamaged pipes, 90% were damaged by liquefaction,and most of these, at 66%, were damaged byliquefaction of the pipe backfill, which has been aproblem since the Niigata Chuetsu Earthquake. And
unlike past earthquakes, liquefaction of surrounding
ground caused 25% of the damage.

Causes下水処理場の被害要因
of damage to sewage treatment plants

47%

48%

地震
Earthquake
液状化
Liquefaction

4%

Causes of damage to pipelines
管きょ施設の被害被害要因

0.03
0% 4% 5%

1%

津波
Tsunami
その他
Others

25%
66%

地震動
Earthquake
motion
埋戻し土の液Liquefactionofbackfill 状化
Liquefactionof
周辺地盤のsurrounding ground
液状化
Tsunami (somelocations 津波（未調査not yetsurveyed)箇所あり）

Others その他

Figure 2. Causes of Damage to Sewage Facilities
3. Problems at sewage facilities caused by the Great
East Japan Earthquake
Sewage treatment plants in cities along the coastline
are natural flow type which must discharge their water
into public bodies of water, so the treatment plants areinevitably constructed relatively close to the ocean.
Therefore, this tsunami caused extensive damage: thedestruction of building structures by its powerful wave
force and damage to electrical and mechanical bysubmersion. But present aseismic design guidelines do
not mention tsunami countermeasures, so concepts ofsewage facility design considering tsunami-resistancecountermeasures based on an early clarification of thestate of damage will be compiled and released in the
future. And among sewage pipelines, many without
earthquake resistance countermeasures were damaged,
including those where liquefaction of the surrounding
ground caused soil to flow in from the lateral pipes sothat the pipes were plugged with soil, obstructing theirsewage conveyance function, although the damage tothe pipes themselves was minor. Therefore, it isexpected that aseismic design guidelines will be
expanded in order to deal with damaged backfill byencouraging
conventionalliquefaction
countermeasures, and for facilities damaged byliquefaction of the surrounding ground, liquefaction
countermeasures will be taken on lateral pipes, whichhave not been the object of past measures.
4. Utilizing the results
Concepts of sewage facility design considering
tsunami-resistance countermeasures and concepts ofthe expansion of liquefaction countermeasures will be●Research Trends and Results
announced by the Sewage System Earthquake/
TsunamiCountermeasure
Technology
Study
Committee, and later will be reflected in aseismic
countermeasure guidelines based on a study by the
Sewage Facility Aseismic Countermeasure Guideline
Revision Committee.
[Reference]
Fifth
Reportbythe
SewageSystemEarthquake/Tsunami Countermeasure Technology
Study Committee

●A Case of Utilizing Results

Initiatives to prepare proposed building construction
related technical standards
FUKAI Atsuo, HeadINOUE Namihiko, Senior Researcher
IWATA Yoshihiro (Dr.(Eng.)), Senior Researcher
HARAGUCHI Osamu, Researcher
Building Department, Standards and Accreditation System Division(Key words) Building construction, technical standards

3. Future plans
In 2011, a standards revision system was operated
centered on responses to earthquake disaster damage,but in the future, the revision of technical standards
will also be studied in response to the progress of
survey research.
In February 2012, the National Institute for Landand Infrastructure Management conducted large-scale
fire tests in a wooden three-story school building, andin the future it will establish a committee concerning
fire prevention and evacuation in order to study therevision of technical standards related to fire
prevention based on the tests.
Building Construction
Related Technical Standards Study System
建築関連技術基準の検討体制
Preparing proposed【基準原案作成】
standards

Using knowledge of【大学等の知見活用】
universities etc.

Univer大学
sities

技術指導
Technical
guidance
・共同研究•Jointresearch

Private民間
sector
団体
group【基準整備】

応募
Recruitment

その他

Others提案・ Proposing
・・

Body which performs
特定の課題に応じ設
experiments etc., based
定した方針に基づき、
onpolicies set according
実験等を行う主体tospecified challenges

国土交通省

Proposing基準
standards

Housing
住宅局
Bureau原案

促進事業 等

National government
以下の主体を国が公
recruiting
and supporting
the following bodies
募・支援

Ministry of Land,
Infrastructure, Transport
and Tourism

National Institute for Land and
国土技術政策総合研究所
Infrastructure Management

Building
Standard Provision
建築基準整備Promotion Project etc.

民間
Privatesector事業
company者
地方Regional
公共govern団体
ment

Providing standards

Ministry of Land,
知見 国土交通省
Providing
Building Department knowledge
Infrastructure, Transport and（独）建築研究所
提供
Tourism

窓口 コ(ンタクト
ポイント )

2. Building Structure Standards Committee
To achieve the above goals, the Building StructureStandards Committee (Chairman: Professor Kubo
Tetsuo, University of Tokyo) was established at the
NILIM as an organization to reflect the view ofoutside experts in technical standards proposals
prepared by the Building Department.
Since the Great East Japan Earthquake of March 11,
the building structure field has had to respond quickly
to its damage, so this committee was established on
April 12, and carried out field surveys of the disasterregion on April 21 and 22. Based on this, thecommittee met for the first time on June 8 to confirm
the early reports on surveys of the damage and discuss
immediate challenges. It met for the second time inAugust, when it energetically carried out a study, thenat its third meeting in October, it presented andapproved the proposal, Provisional Guideline to
Structural Conditions Essential for Tsunami

Evacuation Buildings Etc. in Response to the Great
East Japan Earthquake. Later a notification (Kokujushi
No. 2570 of November 17, 2011) was issued by the
Housing Bureau, and its contents were reflected intechnical standards under the Tsunami DisasterProtection Region Establishment Law.
The committee found extensive damage such as
fallen ceilings in large spaces, so it is studying related
technical standards.

Contact point

1. Background
The Building Standard Law stipulates minimum
standards to ensure the safety of buildings andprescribes many technical standards concerning allbuilding construction related fields such as structures
or fire protection. And in addition to the BuildingStandard Law, there are other laws such as the
Tsunami Disaster Protection Region Establishment
Law enacted last year which also stipulate building
construction related technical standards.
These building construction related technicalstandards must be revised as necessary according toprogress in survey research and technology
development and to disasters trends. BuildingStandard Provision Promotion Projects have been
conducted as projects subsidized by the Ministry ofLand, Infrastructure, Transport and Tourism as a way
to promote related survey research, and as a system tocarry out standardization based on its achievements,
the National Institute for Land and InfrastructureManagement (below, “NILIM”) has operated a system
including outside experts since 2011.

成果
Results○ Experts committee to study○技術基準原案検討のた
proposed technical standards
めの有識者委員会(Building
Structure Standards（建築構造基準委員会
Committee,
Building Fire
建築防火基準委員会
他）
Prevention
Standards
Committee etc.)

Enacting and
技術基準の策
revising technical
定・見直しの実
施 standards○○主要事項に係るＷＧ
Working groups for major
matters

Body which organizes
民間等からの基準見
proposals to revise
直し提案の整理業務
standards from theを担う主体
private sector
1Topics

Responding to damage to sewage systems
caused by the Great East Japan Earthquake

YOKOTA Toshihiro, HeadFUKUYA Wataru, Senior Researcher
MATSUHASHI Manabu, Researcher
Water Quality Control Department, Wastewater System Division(Key words) Great East Japan Earthquake, sewage facility, sewage treatment plant, Sewage System
Earthquake/Tsunami Countermeasure Technology Study Committee
1. Damage to sewage facilities by the Great East
Japan Earthquake
At treatment plants along the coastline of Tohoku
and Kanto, in addition to devastating damage bytsunami, 120 sewage treatment plants and 119
pumping stations were damaged, with theirfunctions either obstructed or shut down. Anddamage to pipeline facilities caused mainly byliquefaction included damage to 642 kilometers ofpipelines in 132 cities, towns, and villages, resulting
in obstruction of the provision of continuous
sewage services as, for example, use was restricted
for about one month.
2. Response to damaged sewage facilities
The Great East Japan Earthquake caused damage
exceeding the anticipated range of damage under
the rules stipulating mutual support between
regional governments during a disaster, so the
Ministry of Land, Infrastructure, Transport andTourism undertook the task of coordinating theirefforts.
The Sewage Facility Damage Restoration
Headquarters was set up in the Tohoku Regional
Development Bureau in order to guide response
measures, and handle liaison and coordination withconcerned organizations, with countermeasures toprevent the discharge of untreated sewage and toprevent it from inundating cities as the top priority
challenge. The NILIM dispatched personnel to theregion as TEC-FORCE on the day following thedisaster to start up the Restoration Headquarters,then for about one month, sent a total of 14 people
to give technological guidance.
3. Sewage System Earthquake/Tsunami
Countermeasure Technology Study Committee
To perform appropriate emergency restoration of
sewage facilities damaged by the Great East Japan
Earthquake and final restoration to prevent therecurrence of damage, the Japan Sewage Works
Association and the Ministry of Land, Infrastructure,
Transport and Tourism established the Sewage
SystemEarthquake/Tsunami
Countermeasure
Technology Study Committee, a group of academic

experts, on April 12, about 1 month after thedisaster. In response to technical problems with the
emergency response, emergency restoration, andfinal restoration, technical proposals andappropriate restoration methods were sequentiallycompiled and released. The NILIM, acting as thecommittee secretariat, analyzed causes of damage
and carried out technical studies of restoration
measures. In the disaster region, final restoration is
being carried out based on these proposals.
[Reference]
Press Release issued by the Sewerage andWastewater Management Department of the
Ministry of Land, Infrastructure, Transport andTourism: Sewage Facility Related Damage,Emergency Restoration and State of Initiatives.

Topics

The behavior of radioactive materials inmunicipal wastewater treatment plants andthe countermeasures

TSUSHIMA Ikuo (Researcher),
FUJII Tsuyako (Researcher), OGAWA Fumiaki (Senior Researcher),
OGOSHI Masashi (Head)
Wastewater and Sludge Management Division, Water Quality Control
Department（keywords）The Great East Japan Earthquake, Radioactive material, Wastewater treatment plant
Since the Great East Japan Earthquake, thewe proposed specific safe handling, storage, andFukushima Dai-ichi nuclear power plant has emitted

compaction methods for contaminated sludge in theradioactive particles on the second largest scale in“Committee

history. The radioactive fallout has flowed into andradioactive material pollution in the sewage system”

accumulated in many wastewater treatment plants(MLIT). In the near future, urgent solutions for(WWTPs) via sewer systems, negatively impacting

disposal and recycling of increasing amounts ofmany WWTPs in eastern Japan. Consequently, theindisposable radioactive sludge must be proposed

concentrated radioactive material has been detected

and implemented.

toreviewcountermeasuresonin sewage sludge. Usually, in Japan, approximately
80% of treated sewage sludge can be utilized (e.g.

[Reference]

construction material and land application), while

Interimthe remaining 20% must be disposed of at landfill

countermeasures on radioactive material pollution

sites. However, this radioactive contaminatedin the sewage system. (2011), In Japanese.

sludge can neither be recycled nor disposed of.
Therefore, as of March 2012, approximately
100,000 tons of sludge has been temporarily stored
at WWTPs in 12 prefectures.
We investigated the behavior of radioactive
materials in WWTPs and addressed methods forsafely handling contaminated sludge. High levels ofradiation were detected in influent wastewater afterrain. Additionally, measurements indicate that alarge amount of radioactive material accumulates inaeration tanks and more than 90% of the radioactive
material is trapped in the concentrated sludge
during the sludge condensation process. Moreover,guidelines,

Committee

toreview

http://www.mlit.go.jp/common/000183742.pdf

Topics

Report on a survey of damage to riverlevees caused by tsunami triggered by theGreat East Japan Earthquake

HATTORI Atsushi (Phd), Head
FUKUSHIMA Masaki (Phd.), Senior Researcher
River Department, River Division(Key words) Tsunami runup, levee erosion, overtopping
1. Introduction
In response to this tsunami damage, theEmergency Proposal of Countermeasures for River
Runup of a Tsunami (River Tsunami
Countermeasure Study Committee, August 2011)
was compiled, organizing the handling of tsunami
external force in river management and concept oflevee height in facility planning. At the end of
October 2011, the Law For the Creation of Tsunami
Disaster Prevention Regions was approved by the
Cabinet, and plans for the protection of regions
from tsunami were enacted based on hypotheticalinundation regions. In response to these events, it isnecessary for river levees to also fulfill theirstipulated functions as levee systems linked tocoastline levees, but to achieve this, it is necessary
to consider the fact that river levees are, structurally,
extremely susceptible to damage by overtopping.
For example, when exposed to action of a tsunami alittle larger than the tsunami hypothesized forfacility planning, it is predicted that temporary
overtopping will occur even in river levee sections,
so it is important to understand levee behavior inthis event. Based on this point, the division lookedback at the results of a survey of the state of damage
along the Kitakami River, Abukuma River, etc.,
performed immediately after the earthquake toreorganize the characteristics of river levee damage
caused by a tsunami.
2. Characteristics of damage to river levees bytsunamiIn addition to the results of the on-site survey,
traces of the tsunami runup, aerial photographs, andvideo and other types of data obtained by the
Tohoku Regional Development Bureau and theGeospatial Information Authority were used toorganize the water level and direction of flow oftsunami runup, and at the same time, link thesedifferent types of information to organize the formof and degree of damage to levees etc. The findings
are described below.
[1] The second most severe form of damage after
the breaching of levees is erosion of slopes on
the protected side of levees caused byovertopping. Erosion of the slopes on the riverside by the flow of the tsunami runup in theriver course generally did not cause damage tothe levee sections which appears very serious.
[2] One reason why levees were not breached byovertopping estimated to have exceeded about
1m is presumed to be the effects of a watercushion that restricted erosion of the toe and theslope of the levee.
[3] The flow on the front slope surface which
occurred during tsunami runoff was of shortduration, even though its flow rate was high, so
in some cases, slope erosion is restricted byvegetation.
Judging from the above, erosion of the levee
body caused by the flow of the tsunami as it ran up
and flowed back downstream inside the river course,
was generally smaller than that caused byovertopping, reconfirming that levees are
susceptible to damage by overtopping ． It was
assumed that for levees laid out parallel to thedirection of the runup of the tsunami, it is vital toconsider not only the overtopping depth, but thewater level difference between the river side andprotected side of the levee and the duration of thisdifference, which are related to the scale of theeffects of the water cushion.
3. Conclusions
The estimation was made by combining theresults of the on-site survey with information which
could be used until now. To increase the certainty of
the results of the estimation and clarify the responseof the river levees during overtopping based on
differences between their structures etc., aerial
measurement data obtained before and after theearthquake will be used to clarify the actual state of
deformation of river levees in greater detail.。
[Reference]
Early report on the survey of damage to civilengineering structures by the Great East Japan
Earthquake of 2011, Technical Note of the NILIM,
No.645, pp. 243-341, July 2011.

Topics

Method of setting design tsunami water level andguidelines on tsunami inundation simulations

SUWA Yoshio, Head
KATO Fuminori, Senior Researcher
WATANABE Kunihiro (Ph.D), Researcher
River Department, Coast Division(Key Words) Design tsunami, coastal dike, tsunami inundation simulation
1. Outline
Under the interim report of the Committee forTechnical Investigation of Countermeasures for
Earthquakes and Tsunamis Based on lessons
learned from the 2011 off the Pacific Coast of
Tohoku Earthquake of the Central Disaster
Management Council (June 26, 2011), the provisionof coastal protection facilities to deal with aconstant tsunami height which occurs relatively
frequently will continue, and, by hypothesizing the
top class tsunami, comprehensive countermeasures
including all feasible methods, both structural andnon-structural, will be taken. Regarding the former,
ministries related to coastal protection has enacted amethod of setting the water level for the design
tsunami of coastal dikes. Regarding the latter, theCoast Division has, cooperatively with the Sea
Coast Office of the Water and Disaster
Management Bureau,
MinistryofLand,
Infrastructure, Transport and Tourism, prepared theguidelines on tsunami inundation simulations fortsunami countermeasures based on the 2011 off the
Pacific Coast of Tohoku Earthquake. Prefectures
were informed of both on July 8, 2011.
2. Method of setting design tsunami water level
The design tsunami, which is needed to provide
coastal conservation facilities such as coastal dikes,
is basically set for each region’s coastline (dividing
a coastal region into coherent coastlines considering
natural conditions such as the shapes of bays, thedistribution of coastal cliffs, etc.).
The water level of the design tsunami is set by
the following procedure.
・The actual heights of past tsunami are organized.
・When it is not possible to obtain adequate data
concerning actual tsunami heights, the tsunami
height is calculated by a simulation.
・A graph is prepared plotting the year of thetsunami on the axis of abscissas and the tsunami
height along the coastline on the axis of ordinates.
The aggregation of tsunami hypothesized to arrive
at a frequency of once in a few decades up to
between 100 and 200 years is selected as the object
tsunami group for the design tsunami water levelsetting.
・By performing a simulation of tsunami in theobject tsunami group on the condition that tsunami
intrusion is prevented at the locations of dikes on
the region’s coastline, the tsunami water level
distribution along the region’s coastline iscalculated to set the water level of the design
tsunami.
3. Guidelines on tsunami inundation simulations
The guidelines present a standard method of
performing fast and suitable tsunami inundation
simulations in order to support the enactment ofreconstruction and recovery plans for disasterregions.
The following are the major items in theguidelines.
・The object earthquake fault model is basically set
by revising the optimum fault model from theperspective of tsunami (model verified as suitable
over a wide area) so that it complies with the tracevalues along each region’s coast.
・ Topographical data are basically prepared basedon high precision data obtained by a laser profiler
after the Great East Japan Earthquake.
・ A prediction simulation basically considers
damage to structures caused by the earthquake
motion and tsunami.
・In order to understand the run up of tsunami on theland, the plane distribution of maximum inundation
depth etc. and the cross-shore distribution of the
maximum water level on a typical section are output
as the results of the simulation.
[Reference]
Guidelines on tsunami inundation simulations fortsunami countermeasures based on the 2011 off the
Pacific Coast of Tohoku Earthquake.
http://www.nilim.go.jp/lab/bcg/
kisya/journal/kisya110711.pdf

Topics

Technical study of essential conditions
for the structure of tsunami evacuationbuildings
MUKAI Akiyoshi , Research Coordinator for Advanced Building Technology
Building Department
FUKAI Atsuo, HeadHARAGUCHI Osamu, Researcher
Building Department, Standards and Accreditation Systems Division(Key words) Tsunami evacuation building
1. Background to the study
The Great East Japan Earthquake of March 2011
caused tsunami to destroy or damage manybuildings and took many valuable human lives, andin particular, we were reminded of the importanceof ensuring structural capacity guaranteeing safety
from tsunami for tsunami evacuation buildings andothers where people temporarily seek refuge fromtsunami.
In response, the Housing Bureau and the National
Institute for Land and Infrastructure Management of
the Ministry of Land, Infrastructure, Transport andTourism performed an emergency study based on afield survey of design methods to provide buildings
with structural capacity sufficient to withstandtsunami, and knowledge related to therationalization of the existing tsunami evacuationbuilding design method 1) was compiled throughdiscussions by the Committee on Building StructureStandards formed at the National Institute for Landand Infrastructure Management. Based on this, therequirement for hydrostatic pressure uniformly 3
times the inundation depth stipulated by the existingtsunami load setting, could be relaxed to hydrostaticpressure 2 times or 1.5 times the inundation depth
considering location conditions, and provisions fora study of overturning by buoyancy, considerationof scouring in the design, and consideration of the
impact of floating debris in the design were clearlystipulated. The results of the study werestandardized as the notification, Enactment of aConstruction Method Safe from a Hypothetical
Tsunami when Setting Tsunami Inundation
Hypothesis (MLIT Notification No. 1318 of 2011))
based on technical guidance released by the

Housing Bureau (Supplementary Knowledge
Concerning Design Methods for Buildings with
Structural Capacity Ensuring Safety From Tsunami(Kokujushi No. 2570 of November 17, 20112))) andthe Law Concerning the Establishment of Tsunami
Protection Districts.
2. Future actions
The Explanation of Essential Structural
Conditions for Tsunami Evacuation Buildings,
which presents cases of the design of tsunami
evacuation buildings based on the explanation ofdesign methods etc. for tsunami evacuationbuildings and the said design method, are prepared
and lecture meetings are being held in seven places
nationwide from February 2012. We pray that theresults of the study will contribute to theestablishment of future tsunami disaster protection
districts.
[Reference]
1) Cabinet office web site, disaster prevention
information page: Guideline to Tsunami
Evacuation Buildings Etc., June 2005.
http://www.bousai.go.jp/oshirase/h17/tsunami_hinan.html
2) Ministry of Land, Infrastructure, Transport andTourism web site, Press Releases:
Supplementary Knowledge Concerning Design
Methods for Buildings with Structural Capacity
Ensuring Safety from Tsunami, November 2011.
http://www.mlit.go.jp/report/press/house05_hh_
000274.html

TOPICS

Disaster Survey for the Great East Japan
Earthquake and Tsunami Disaster in Ports andHarbors

NEGI Takashi, Head of Division, KUMAGAI Kentaro (Dr.Eng.), Senior Researcher
WATANABE Yuji, Research Engineer
Coastal Disaster Prevention Division, Coastal and Marine Department
NAGAO Takashi (Dr.Eng.), Head of Division, FUKUNAGA Yusuke, Researcher
Port Facilities Division, Port and Harbor Department
SUGENO Jinkatsu, Head of Division
Port Construction Systems Division, Port and Harbor Department

2. Activities as TEC-FORCE
From March 15th to 30th, a total of eight
employees from the two Departments were sent tosurvey tsunami traces and the state of damage to port
and harbor facilities 1).
3. Survey on the state of damage to coastal
protection facilities
From May 9th to September 1st, a total of sevenemployees from the Coastal and Marine Department
were sent to survey the state of damage to coastal
protection facilities 2).

Photo: A field survey in progress

acceleration [gal](Keywords) Great East Japan Earthquake, disaster survey, port and harbor facilities, coastal protection facilities,
tsunami traces, seismic motion, microtremors
4. Survey on the state of damage to port andharbor facilities and measurement of
1. Field surveys on damage to port and harbormicrotremors
facilities
From June 9th to November 2nd, a total of three
Since the Great East Japan Earthquake, theemployees from the Port and Harbor Department
Coastal and Marine Department and the Port andwere sent to survey the state of damage to port andHarbor Department have conducted the following
harbor facilities and to measure microtremors. The
disaster surveys on a total of 12 occasions.
aim of this measurement was to study the1) Survey of tsunami traces and damage to facilities
relationship between the state of damage to port andas TEC-FORCE / Jointly with the Port and Airport
harbor facilities, geotechnical conditions and seismic
Research Institute (PARI) / March-April
motion amplification factors. Among others, seismic2) Survey on the state of damage to coastal
motion in Soma Port was set based on the results
protection facilities / May-Sept.
obtained.
3) Survey on the state of damage to port and harbor
200
facilities and measurement of microtremors /SomaPort (Pier No.1)
相馬港（1号埠頭）
June-Nov.
100
absmax 164.7 [gal]
0
0

50

100

150

-100
-200

time [s]Fig: L1 seismic motion in Soma Port (Pier No. 1)(Top of firm ground)[Reference]
1) Urgent Survey for 2011 Great East Japan
Earthquake Disaster and Tsunami Disaster in Ports
and Coasts, Technical Note of the Port and Airport
Research Institute (PARI) No. 1231, April 2011,
Takahashi Shigeo et al.
2) Field Survey of the 2011 off the Pacific coast of
Tohoku Earthquake and Tsunami on Shore
Protection Facilities in Ports, NILIM Technical Note
658, Dec. 2011, Kentaro Kumagai et al.
3) Other individual bulletins, etc.
http://www.ysk.nilim.go.jp/oshirase/uc.html

●Research Trends and Results

Regional Disaster Prevention Capability
Improvement Countermeasures Focused on Social
CapitalYOSHIKAWA Tomohiro, Research Coordinator for Sediment-related Disaster Prevention
MIYATAKE Hiroaki, Senior Researcher
Research Center for Disaster Risk Management, Earthquake Disaster Prevention Division(Key words) Social capital, regional disaster prevention capability
1. Social capital and regional disaster prevention
capability
If knowledge and experience of disasters, supplies
stocked in preparation for a disaster, nurturingpersonnel and organizations, and the ability to respondby evacuating or rescuing people after a disaster are
likened to flowers or fruit, the soil in which theflowers grow is social capital, and administrative
organizations take action to raise plants by introducing
social capital in the form of watering and applying
fertilizer.
This survey focused on the actions of organizations
which mediate when administrators (facility
managers) approach residents etc. to have them
improve the disaster prevention capability of the
facilities under their authority.
Regional
disaster prevention capability
地域防災力
Evacuation
避難力
capability
Emergency
緊急response
対応力
capability

Information
情報
awareness
認知力
capability

Administ行政
rators

行政の働きかけ（地域防災力向上方策）

Approaches by administrators(regional disaster prevention capability
improvement policies)

Volunteer
自主防
disaster災組織
prevention

企業
Corporations
等etc.

Residents
住民

ＮＰＯ

Socialcapital is a
ソーシャルキャピタルとは、
characteristic of a regional「ネットワーク」・「社会的信societyconsisting of networks,
頼」・「社会参加」からなる地
socialtrust, and social
participation.
域社会の特性である。

Social capital
ソーシャルキャピタル

2. Intermediate organizations in the improvementof regional disaster prevention capabilities
The intermediate organizations which weresurveyed were not organizations such as consultative
councils established to implement or promote projects,
rather they were cases where organizations originallyestablished to achieve other goals play the role of a
go-between and carry on continuous activities.
Nineteen advanced cases nationwide were surveyed toestablish typical models such as the following.
Model 1: Approaching a key person (ororganization) which performs town redevelopment
projects or educational activities etc., to encourage
efforts to improve disaster prevention capability as a
new field of activity.
Model 2: In cases where a scholar etc. withadvanced knowledge or expertise initiates activity in aregion, urging others to take initiatives in imitation ofor in cooperation with the scholar.
Model 3: In a region where a federation ofresidents’ associations or other regional groupfunctions actively, urging initiatives effectively using
existing networks.
Scenarios are hypothesized for the initial period,
development period, and mature period of each ofthese models to list precautions.
In the case of Model 1 for example, during theinitial period, it is important to provide basic
information to a key person, and during thedevelopment period, to ensure the successors etc. andcontinuity when an official is transferred to anotherpost. In the case of Model 3, the roles of the city, town,
or village are important during the development andmature period of the organization, and it was learned
that in the case of a project spanning multiple cities,
towns, or villages, there is correlation with projectcharacteristics in that according to region, differences
often occur.
3. Summarization and future challenges
By systematically classifying earlier cases where anintermediate organization functions as social capital,
methods a facility manager uses to approach anintermediate organization in order to more efficiently
improve regional disaster prevention capability could
be organized with a certain degree of correlation with
regional properties by project type. There is a plan toprepare guidelines to improve regional disasterprevention capability using social capital, byincorporating expertise regarding the maintenance ofrelationships with intermediate organizations.

●Research Trends and Results

Improving wide area disaster damage
monitoring/predicting technologies
ITO Hiroyuki, HeadIINO Mitsunori, Senior Researcher
HIRATSUKA Mariko, Researcher
Research Center for Disaster Risk Management, Flood Disaster Prevention Division(Key words) Monitoring/prediction system, ad hoc water level gauge, distributed flood prediction model
1. Introduction
In recent years concentrated torrential rainfall withhourly rainfall over 100mm has occurred frequently inJapan, causing disastrous floods and loss of human life.
This means that it is now necessary improve theprecision of flood discharge prediction methods, andto develop and build information transmission
methods to support appropriate flood fighting andevacuation activities, and take other measures tofurther improve technologies for the wide area
monitoring and prediction of flood damage.
This research was a study of real time observations
by ad hoc water level gauges and of a distributed flood
discharge prediction model in order to build flood
disaster monitoring and prediction systems for entire
river basins including medium and small rivers.

discharge on September 21, 2011 at the Ochiai Bridgeat the furthest downstream point of the object river
basin. The wave forms at the start and near the peak of
a flood discharge can be generally reproduced, but inorder to further improve precision and reliability, weare studying a method of improving the applicabilityof a model to the characteristics of the flood dischargeof an entire river basin by setting new water level
observation points on a river system and reflecting theobservation results in the model.
4. Conclusion
This research has confirmed the applicability andusefulness of ad hoc water level gauges and the
distributed flood discharge prediction model, which
contribute to wide area monitoring and prediction offlood damage. In the future, we will continue to boost
precision and improve the system to advance flood
disaster monitoring and prediction systems.

2. Real time observations by ad hoc water level
gaugesAd hoc water level gauges permit low cost
simultaneous water level observations of multiple
locations, because the water level gauges themselves
are wireless communication units comprising part ofdata communication use networks. To verify theirapplicability to real time observation of river waterlevel, proving tests were carried out on the Onda River,which is a tributary of the Tsurumi River. Figure 1
shows the network which was built. The results of theproving testing, which took 4 months to perform,
confirmed that they are all fully applicable toobservations during flood discharge and for long term
observations.

LegendWater level gauges: observe the water level
Relaying systems: relay data transmitted
between water level gauges
Summarizing/relaying systems: transmit data tomonitoring systems
Monitoring
Monitoring systems: accumulate and display
systemdata

Transmission byinternet circuits
Shiratori River
Summarizing/rel
aying system

Onda River

Water level gauge

Wireless
communication

Water level
gauge

Iwa River

Wireless
communication
Relay system

Figure 1. Ad Hoc Network
0

600

3

Q(m /s)500

50

Calculated flow rate
計算流量
H-Q converted flow
H-Q換算流量rate
Floater observation
浮子観測流量flow rate

400
300

100
150

200

200

100

250

0
9/21 0:00

9/21 6:00

9/21 12:00

9/21 18:00

300
9/22 0:00

Figure 2. Results of Verification at the Ochiai
Bridge (Flood of Sept. 21, 2011)

R(mm/h)3. Building and verifying the precision of the
distributed flood discharge prediction model
In order to improve flood discharge predictions in
medium and small rivers, which are characterized by
the abrupt rise of the water level and short flood
discharge arrival times, a distributed flood discharge
prediction model capable of directly reflecting the
spatial distribution of rainfall in the middle andupstream reaches of the Tsurumi River was built, andthe precision of the object model was verified by 7
flood discharges which occurred in recent years.
Figure 2 shows the results of verification of a flood

●A Case of Utilizing Results

Case of early clarification of wide area sedimentdisasters using satellite images
MIZUNO Masaki, Senior Researcher
HAYASHI Shinichiro, Researcher
SATO Takumi, Guest Research Engineer
Research Center for Disaster Risk Management, Erosion and Sediment Control
Division(Key words) Satellite image, interpretation, river course blockage, natural dam
1. Introduction
When an earthquake or torrential rainfall etc. causesa landslide forming a large natural dam etc., there is adanger of a secondary disaster such as an inundation
caused by the collapse of the natural dam, so when the
Great East Japan Earthquake and typhoon No. 12 of2011 caused disasters, wide area landslide groundinterpretation was performed using satellite images,
quickly clarifying the landslide ground which had
appeared.
2. Interpreting landslide ground over a wide area
after Great East Japan Earthquake
During the Great East Japan Earthquake, strong
seismic intensity was observed over a wide region, so
in order to confirm and clarify the state of theoccurrence of large-scale landslide ground, over awide area without omission, optical satellite images
were used to visually interpret the landslide ground.
The regions which were the object of the landslide
ground interpretation were “regions encompassing
districts where the seismic intensity was weak 6 ormore, and districts where the seismic intensity wasstrong 5 or more” (see Fig. 1), based on the estimatedseismic intensity distribution announced by theMeteorological Agency. The regions whose images
were used for the interpretation were, in order to moreaccurately discriminate landslide regions, allotted andinterpreted beginning with images with high resolution
selected from among obtainable images in thesequence: Google Earth images, ALOS stereopia
images, ALOS pan-sharpened images, and
ALOS-AVNIR-2 images.
The results of the interpretation of landslide groundusing satellite images showed that there wereapproximately 200 landslide locations covering a totalof about 300,000 m2 of ground. It also confirmed that
there were no landslides large enough to have formed
a natural dam.

2011/04/10 [AVNIR2]
2011/04/10 [PRISM]
2011/03/12 [AVNIR2/PRISM]
2011/03/12–04/06 (Google Earth )ALOS PRISM AVNIR-2
ステレオペア画像
Stereopia
imagesALOS パンシャープン画像
ALOS
Pan-sharpened images
ALOS
画像images
ALOSAVNIR-2
AVNIR-2

Estimatedseismic
推計震度5 強以上
intensity of 5 or more

Figure 1. Region with Seismic Intensity of Strong 5
or Higher and Region Interpreted
3. Searching for river course blockages (naturaldams) caused by Typhoon No. 12 of 2011
Typhoon No. 12 of 2011 brought prolonged
intensive rainfall ending September 4, causing severe
damage on the Kii Peninsula. So on September 5, ahelicopter was used to conduct a survey to check forthe formation of natural dams. The results confirmed
large-scale natural dams at two places (Nagadono,
Kumano), but most of the region was cloud-covered,so it could not be surveyed by helicopter. So satellite
SAR images, which are obtained by wide area
photography (30km×50km) were used to search forimage patterns similar to those of the natural dam
formed at Nagadono to interpret landslide ground,
abstracting unconfirmed river course blockages at 8
locations including Akatani and Kurihira (see Fig. 2

●A Case of Utilizing Resultsfor example at Akatani). On the following day,
September 6, after the weather had returned to normal,
the river course blockage locations abstracted by thesatellite SAR images were visually confirmed fromhelicopters, and an emergency survey stipulated by the
Sediment Related Disaster Prevention Law was started
at the sites of large-scale river course blockages at
Nagadono, Akatani, Kurihira, and Kumano.
Aerial photograph taken on
September 10, 2011

FloodedgroundLanslideground2011.9.5 観測
TerraSAR-X@PASCO

Figure 2. River Course Blockage at Akatani
Discovered by the Satellite SAR
In the past it was impossible to perform surveys toconfirm the formation of natural dams at night andduring bad weather, but interpreting landslide groundusing wide-area satellite SAR images successfully
sped up the search for previously unconfirmed natural
dams in mountains even during bad weather,accelerating the start of emergency surveys andevacuation of downstream residents as required by the
Sediment Related Disaster Prevention Law when alarge-scale sediment disaster is imminent.

●Research Trends and Results

Sediment discharge and flow discharge observations
in mountain rivers to contribute to general sedimentmanagement
UCHIDA Taro (Dr.(Agriculture)), Senior Researcher
SUZUKI Takuro (Dr.(Agriculture)), Researcher
Research Center for Disaster Risk Management, Erosion and Sediment Control Division(Key words) Sediment discharge observation, suspended sediment, bedload, hydrophone

2. Outline of sediment discharge and flow
discharge observations
Flow rate, suspended sediment discharge, andbedload discharge are observed. Flow rate is obtainedby measuring the water level with a water level gauge
and solving a water level – flow rate relational
equation. The suspended sediment discharge is
obtained by multiplying flow rate by suspended
sediment concentration measured by a turbidity meter.
The bedload discharge sensor is described in the next
section.
3. Method of analyzing observed data obtained bya bedload discharge sensor (hydrophone)
The device used as a bedload discharge sensor,
which is a steel pipe containing a microphone, iscalled a hydrophone (Photo 1). The sound pressure
value is calculated from the impact sound wave of the
bedload, then converted to sediment discharge rate1).
The sound pressure value is the averaged value of theamplitude of the impact sound waves and it can beused in much the same way as the sound volume.
When a sand or gravel particle impacts thehydrophone individually, the sound pressure value is
proportional to the volume of a particle. When a groupof particles impact it, the more particles, the larger thesound pressure value. However it is not proportional
to the total volume. This is because the sound pressure
value is reduced due to the destructive interference ofsound waves. The reduction rate is large when thenumber of particles per unit of time is large. For
example, even if particles with the same volume
impact the hydrophone, the smaller each particle, themore the sound pressure volume decreases because thenumber of particles becomes larger (Fig. 1). Bedload
discharge is calculated based on these relationships by
a numerical calculation.

Steel pipe
金属管Internal
マイク内蔵
microphone

Photo 1. Hydrophone
0.5Sound pressure
音圧値value

1. Introduction
In order to resolve various problems related to dam
sedimentation, aggradation and degradation ofriverbeds, shoreline erosion, and other sediment
movement, it is necessary to perform general sedimentmanagement as part of a sediment transport system.
Therefore, it is important to clarify the quantities andthe characteristics of flow discharge and sediment
discharge from the mountains where sediment is
produced.
The Ministry of Land, Infrastructure, Transport andTourism has been performing nationwide sediment
discharge and flow discharge observations andimproving this observation system since 2009. The
Erosion and Sediment Control Division provides
technological support for observation methods, hasdeveloped a method of converting observed data tosediment discharge rate, and has developed a databasesystem.

砂礫径毎のExperimental
results bysand
and gravel
実験結果
di
t

Large diameter sediment
砂礫径大

0.4

2mm
3mm
5mm
7mm
砂礫径毎の
Calculation
results bysand
and gravel
数値計算結果diameter
2mm‐cal
3mm‐cal
5mm‐cal
7mm‐cal

0.3
0.2
0.1

Small diameter
砂礫径小
sediment

0
0

10

20

30

40
3

Sediment
discharge3rate(cm /sec)
流砂量(cm/sec)

Figure 1. Sediment Discharge Rate - Sound Pressure
Value Relationship (Experimental Results andCalculation Results)
4. Future plans
The observed data will be used for general sedimentmanagement and crisis management. And it is stored
in a data base system. The improvement of the methodof converting observed data to bedload discharge rateis planned, through the verification of measurement
accuracy in field observations.
[Reference]
1) T. Suzuki, H. Mizuno, N. Osanai, R. Hirasawa, Y.

●Research Trends and Results
Hasegawa (2010): Basic study on sediment ratemeasurement with a hydrophone on the basis ofsound pressure data, Journal of the Japan Societyof Erosion Control Engineering, Vol. 62, No. 5, p.
18-26, 2010.

●Research Trends and Results

Development of the practical sand pack work method
SUWA Yoshio, HeadNOGUCHI Kenji, Senior Researcher
WATANABE Kunihiro (Dr.), Researcher
SEKIGUCHI Yoko, Exchange Researcher
River Department, Coast Division(Key words) Civil engineering use fibers, beach materials, beach nourishment
1. Definition of the sand pack work method
The sand pack work method is filling large cloth
bags made of civil engineering use fibers with sand,which is field test ocean beach material and beachnourishment material. Research on this method began
in response to a growing public demand for easily
removable structures to replace concrete structures andfor the reduction of overall project costs. To be used
as a method to replace various kinds of shoreline
structures, problems related to structural stability,
workability, and durability must be solved.
This research has been carried out since the autumn
of 2010 jointly by three private sector
civil-engineering use fiber material makers, as“Research on technologies to evaluate theperformance of sand-bag filling work for shoreline
conservation.”

Specimen N
Specimen MC

Beach scarp
top

Fall 2010

Specimen MD

Beachnourishmentti

Height of one sandpack level: 1.5m

Photo 1. Sand Pack Field Experiment on the
Sumiyoshi Shoreline
method to lower the loss of beach nourishment
materials as shown in Photo 1 and then the site wasmonitored for one year, confirming its effectivenessand stability under rough waves. As a result of
installing sand packs on the sandy ground in this way,
the ground was deformed by localized erosion of theground surface. Figure 3 shows the test performed toinvestigate the tensile force acting during deformation.
Through these efforts, the practical application stage
has been reached. We wish to systematize and provide
the results in usable form as the Sand Pack Work
Method Handbook (Draft). Information about thisresearch is available on the web site of the Coast
Division (http://www.nilim.go.jp/lab/fcg/).

2. Efforts to realize the method
As shown in Figure 1, shorelines where the external
force (waves, weather) differ were selected as the sites
for field tests and exposure tests, while stability andmaterial properties were tested in a laboratory. Figure
2 shows the locations of the shorelines where theexposure tests and execution tests were performed.
Beginning in the middle of March in 2012, on the
Sumiyoshi Shoreline in Miyazaki Prefecture, sandpacks were placed and tested as a supplementary
Field experiment

The sand pack is covered withbeach nourishment material toa thickness of 1m

Test etc.

Start of joint research
Study of the rotating drum typewear test

Installing specimen for preliminary test of shoreline erosion
countermeasure facility on Irabushima Island in Miyakojima
City in Okinawa Prefecture (MD)Pier type construction test
(Kanagawa Pref., Oiso
shoreline)
Withstands highwaves (Dec. 31,
2010)
Great East Japan
Earthquake

Start of pack material exposure test
(South Sendai Harbor, Shimonii River,
Urahara, Irabu)
Hydraulic model test of stability in a case of
application to shoreline protection facility

Pack material exposure test
Shimonii river shoreline
Pack material exposure test
Chirihama Beach shoreline
Field execution test

2011

Trial execution in front of beach scarp
on the Hamaju Coast of Fukui
Prefecture

Model test of tensile force acting onpack material during sand packdeformation (large, hydraulic, small)

Oiso shoreline trial removal (Joint
work by 3 companies)

Study of comparative test of wear specified
for beach shoreline

Request for 1,000 sandpacks (Ishikawa
Prefecture, Chirihama
Beach Event)‧ Development of colored materials withstrengthened wear resistance whileconsidering scenery‧ Development of sand pack structure withimproved workability(Three companies: N, MD, MC)2012
Trial sandy beach execution below
tide level (Chirihama Coast, Ishikawa
Prefecture: MD)

Start of test to verify the scarp failure
prevention work on Miyazaki Beachmanaged by Miyagi Prefecture (NILIM
and 3 companies N, MD, MC)

Field execution test

Hamaju Shoreline (Fukui City)
Field pump filling test

South shore of Sendai Harbor
Pack material exposure test

Oiso shoreline
Field execution test
Urahara shoreline
Pack material exposure test

Shoreline (Irabujima Island)
Field installation test and pack material exposure test

Figure 1. Chronology of the Courseof the Research

Bends if the sea
bottom groundis lowered byerosionSumiyoshi shoreline
Field installation test

Test of fiber damage mechanisms bycause of damage
Start of study of new maintenance method
using sand packs (man-made bar)Tensile force acts
around here

Figure 2. Shorelines where Pack
Material Exposure Tests and Field
Tests were Performed

It is necessary to design fiber strength
considering deformation time

Figure 3. Model Test ofTensile Force Acting During
Deformation Caused by
Erosion●Topics

Large-scale sediment disasters caused by
Typhoon No.12 in the Kii Mountains
OKAMOTO Atsushi, HeadUCHIDA Taro, Senior Researcher
Research Center for Disaster Risk Management, Erosion and Sediment Control
Division(Key words) Deep-seated landslide, river course blockage (natural dam), landslide soil volume
1. Introduction
Typhoon No.12 approached and made landfall on
the Japanese Archipelago in early September 2011,
causingd a severe disaster on the Kii Peninsula. Rainwas long-term relatively intensive rainfall, whichbegan to fall on August 31 and continued for 5 days,
ending on September 4. In the village ofKamikitayama in Nara prefecture, although the
maximum hourly rainfall was less than 50 mm/h, thetotal rainfall reached 1,800 mm.
Based on a report by the Erosion and SedimentControl Department, Ministry of Land, Infrastructure,
Transport and Tourism of October 26, the rainfall
resulted in a total of 100 sediment disasters occurredin the three prefectures of Nara, Wakayama, and Mie,
resulting in 56 dead and missing persons.
2. Outline of the sediment disasters
This typhoon caused many deep-seated landslides,
forming river course blockages (landslide dams) at 17
locations (Photo 1). At five of these locations where
the height of landslide dam was 20 m or higher, andwhere there are about 10 or more buildings with
habitable rooms downstream from the landslide dam,
emergency surveys were performed by the Ministry ofLand, Infrastructure, Transport and Tourism under the
Law for Partial Revision of the Act on Sediment
Disaster Countermeasures for Sediment Disaster
Prone Areas, which was enacted on May 1, 20111).

Photo 1. River Course Blockage at Nagadono Valley in
Totsukawa Mura in Nara Prefecture
3. Landslide ground distribution
The spatial distribution of the landslide wasTable 1. Results of Interpreting Landslide Ground andEstimating Landslide Soil Volume
Large-scalelandslide*
Number of landslides
3,077
76
Approx. 10
Approx. 5
2Landslide areas (m )millionmillionApprox. 100
Approx. 80
Landslide volume (m3)millionmillion* Landslide producing sediment volume of approximately
100,000m3 or more
All landslides

surveyed by performing an in-situ survey and using
aerial photographs and satellite images. The surveyed
area was 4,800km2. The landslide volumes at eachlandslide were calculated using an empirical equation
concerning landslide area and landslide volume1).
It was estimated that landslides occurred at 3,077
places in the survey range, the landslide area (onlyscar, excluding runout and deposited area) reachedapproximately 10 million m2, and the landslidevolume was approximately 100 million m3.
The Public Works Research Institute has surveyed
inventories of large-scale deep-seated landslides(volume larger than 100,000m3) caused by torrential
rain or melting snow since the beginning of the Meiji
Period (1867-1912), and confirmed 188 cases. In
contrast, Typhoon No.12 caused 76 large scale
deep-seated landslides with landslide volume of
approximately 100,000m3 or more. This fact showsthat although there were differences in survey methods,
Typhoon No.12 caused more deep-seated landslides
than past disasters. Landslide area shows thatlarge-scale deep-seated landslides accounted for about
50% of total landslide area, and that about 80% oflandslide volume was produced by large-scalelandslides. This suggests that large-scale deep-seatedlandslides have an extremely great impact on sedimentproduction.
[Reference]
1) Civil Engineering Journal, Vol. 53, No. 12, p. 4-7,
2011

TOPICS

Field Survey on the Recovery Process
after the Hurricane Katrina DisasterPort and Harbor Department
SHIBASAKI Ryuichi (Dr.Eng.), Senior Researcher(Keywords) Great East Japan Earthquake, Hurricane Katrina, disaster recovery
1. Outline
In April 2011, we carried out a field survey on therecovery process following the Hurricane Katrina
disaster in the USA (August 2005). Our aim in doing
so was to derive new lessons in terms of recoveringfrom a heavy inundation disaster, to assist therecovery from the Great East Japan Earthquake ofMarch 11th last year.
The specific details enumerated in the survey were:(1) the system of budgets and content of measures
for recovery both by the federal government(through FEMA, USACE and other bodies) and by
the state government, as well as the actual state ofrecovery; (2) the process whereby recovery policies
and plans were drawn up at the various levels offederal, state and local government (county, city,community) and the system of support; (3) thesituation of population recovery in New Orleans, thecity at the center of the disaster area; and (4)implications for Japan based on the above.
A more detailed analysis can be found in the
NILIM Technical Note referenced below. This paper
will introduce just two particularly interesting results
to emerge from this survey.
2. The rationale on functional strengthening(long-term recovery)
Efforts to restore infrastructure and individual
housing (which accounted for a significant
proportion of the Katrina disaster) were mainly
handled by the system of support (PA, IA) from
FEMA, the Federal Emergency Management
Agency. In contrast, the Community Development
Block Grant (CDBG) funded by the Department of
Housing and Urban Development is playing a central
role in aspects of long-term “functional
strengthening” going beyond restoration (although
there is also the FEMA-HMGP program funded by
FEMA). A characteristic of CDBG is that it provides
blanket grants with no specific purpose of use
specified by the central government. The Louisiana
State government decides the content of CDBG
spending, on condition that recovery plans drawn up
at local level are consistent with the policy andvision set out by the Louisiana Recovery Authority(LRA) at state level.
Even the recovery of levees by the United States
Army Corps of Engineers (USACE) was not simply
a case of restoration, but involved the introduction ofa more robust structure. Basically, levees were
designed to withstand floods at an intensity
occurring once every century, but would not becompletely destroyed even by 1-in-500 year floods.
3. Present situation of population recovery in
New Orleans
Five months after the disaster, the city of New
Orleans announced a recovery plan that would
involve integrating residential districts under theguidance of the then mayor. Owing to strong
opposition from local residents, however, the plan
was withdrawn, and a new plan for recovery of all
districts with resident participation was drawn up 22
months after the disaster.

Figure Situation of population recovery in various
districts of New Orleans (as of July 2010). Coloring
indicates the population ratio compared to
pre-disaster levels in each district; dark green areas
are non-residential land.

But now, more than five years later, population
recovery in some districts is still very slow, as shownin the image below; the population of New Orleansas a whole is still only 75% of what it was before thedisaster. In view of this, a new flexible Master Plan
with incentives aimed at integrated habitation – notcoercive but based on various measures – was drawn
up in 2010.
4. Conclusion
Today, more than six years after the Hurricane
Katrina disaster, functional strengthening andrecovery of population are still in progress. This
merely serves to underline the fact that recoveringfrom a disaster is a long process, one that requires
support based on long-term commitment.
[Reference]
Ryuichi Shibasaki, Recovery Process from
Hurricane Katrina Disaster – Implication for
Recovery from the Great East Japan Earthquake,
NILIM Technical Note No. 650- 2 -●Research Trends and Results

Research on early verification method for traffic safety
countermeasure effectiveness based on traffic behavior
observations
OZAKI Yuta, Researcher
YAMAGUCHI Kimihiro, Guest Researcher Engineer
TAKAMIYA Susumu(PhD. (Arts and Sciences)), Head,Road Department, Advanced Road Design and Safety Division(Key Words) Traffic behavior, early verification of countermeasure effectiveness2. Verification of traffic safety countermeasureeffectiveness by observing traffic behavior
This research was a trial verification ofcountermeasure effectiveness based on a number ofindices. The following is an example.
The object location is a location where thenumber of right turn collisions was reduced by theright turn guide line. The right turn guide line which
was installed guides cars whose drivers intend to turnright to the appropriate position to stop and wait
before turning right at the intersection. Its purpose is
to make it easy for these drivers to confirm thelocations of cars traveling straight from the opposite
direction (oncoming cars), so they do not start theirturn at a dangerous time.
First, as an index to quantitatively represent changeof traffic behavior (time to start the right turn) to be
improved by the right turn guide line, the position of
oncoming cars at the time the right turn begins (timewhen the car turning right passes the waiting location
indicated by a white line on top of the right turn guideline) was measured. The location of the oncoming car
is represented by the distance to the stop line from the
car among oncoming cars which is nearest to the stop
line. Figure 1 organizes the correlation between thefrequency that the oncoming car location at the time aright turn starts was at or below the thresholds (30m,
40, 60m) with the average annual number of right turncollisions. The number of cars turning right during the

530m
or less
30m以下

Difference between times the two cars enter
the collision area (times/90min.)
衝突エリアへの進入時間差（回/90分）

Oncoming car traveling location at start of right6
turn by the turning car (times/90min.)
右折開始時の対向直進車位置（回/90分）

1. Introduction
Traffic safety countermeasure effectiveness isverified mainly using accident data. However, theoccurrence probability of traffic accidents is low so ittakes about four years to collect the accident datanecessary for verification of effectiveness, and there
are cases where, if a follow-up countermeasure isneeded, the confirmation of its need and its
implementation are delayed.
So the National Institute for Land and InfrastructureManagement aims to establish a method of rapidly
verifying the effectiveness of countermeasures byobserving change of traffic behavior after the
implementation of each countermeasure.

40m
or less
40m以下

5

60m
or less
60m以下

4
3
2
1
0
0

1

2

右直事故件数（件/年）
Numberof right turn collisions(accidents/year)

Figure 1. Locations ofOncoming Cars at Start ofRight Turn3

5s or less
5s以下
4s or less4s以下

4

3s or less
3s以下

3

2

1

0
0

1

2

右直事故件数（件/年）
Numberof right turn collisions(accidents/year)

Figure 2. Difference inTime of Entry to
Collision Are

time period of the measurements was 18 before thecountermeasure and was almost identical at 17 after
the countermeasure. A positive correlation was seen
between change of the number of accidents andchange of the index, and it is assumed that it ispossible to measure the reduction of accidents basedon the reduction of the frequency the location of theoncoming car when a driver started a right turn was at
or lower than the threshold value.
It is considered to be possible to verify theeffectiveness of a countermeasure based on an index
which represents the change of traffic behavior to be
improved by the countermeasure in this way.
Next, as an index which quantitatively represents
the danger of a collision, the area where the travelingcourses of a car turning right and an oncoming car
overlap was defined as the collision area, and thedifference between the times the cars enter this area
was measured. Figure 2 organizes the correlation of
the frequency that the difference in entry time is at or
below the threshold (3 seconds, 4 seconds, 5 seconds)
with the annual number of right turn car – oncoming
car accidents. There is a positive correlation with thenumber of accidents, so it can be hypothesized that
accidents are reduced by lowering the frequency thatthe difference between the times of entry to the3

●Research Trends and Results
collision area is at or lower than the threshold value.
It is assumed to be possible to verify
countermeasure effectiveness, even with an index
representing the danger of collision in this way.
3. Summing up and future challenges
The above results show that in order to verify theeffectiveness of a countermeasure based on traffic
behavior, selecting the index is important. In the future,
it will be clarified what kinds of traffic behavior
indices should be used for which kinds of accidents
and traffic safety countermeasures, to establish early
verification methods for countermeasure effectivenessbased on traffic behavior.

●Research Trends and Results

Block Performance Levels and Resident Awareness inDensely Built-up Areas
KATSUMATA Wataru (Dr.Eng.), Senior Researcher, Urban Development Division, Urban Planning
Department
IWAMI Tatsuya, Senior Researcher, Construction Economics Division, Research Center for Land andConstruction Management
MIKI Yasuhiro (Dr.Eng.), Senior Researcher, Residential Environment Planning Division, Housing
Department
NISHIZAWA Shigeki (Dr.Eng.), Senior Researcher, Environment and Equipment Standards Division,
Building Department(Keywords) Densely built-up areas, Zoning Code, block performance, sunlight, daylight, ventilation, resident awareness1. Introduction
The “special method of harmonious rebuilding”
promotes rebuilding case-by-case in land plots in agiven area in accordance with local rules, when theusual building rules are replaced by performanceequality standards through permits and approval by
Designated Administrative Agencies. This method isseen as an effective way of improving disasterprevention performance and living environments inside“anko” zones of densely built-up areas where building
restrictions based on the Zoning Code of the BuildingStandard Law (road connectivity obligation, road slant
plane restrictions, allowable building coverage ratio
restrictions, etc.) are particularly harsh 1). This method
has also been specified as a basic measure forpromoting the improvement of densely built-up areasin the Basic Plan for Housing (National Plan) 2), which
defines the national government’s policy for improving
densely built-up areas.
Thus, in order to study levels of “minimum
performance required at block level” that should besecured in densely built-up areas when drawing up
local rules, we measured block performance levels
achieved in densely built-up areas and surveyed
residents’ awareness. In this paper, we introduce someof the results.
2. Survey results(1) Sunlight 3): Fig. 1 shows the relationship between
the hours of sunlight at the main opening to the livingroom in winter and the level of residents’ satisfaction
with sunlight exposure (1). According to this, more than
50% are “Satisfied + More or less satisfied” with about
6.5 hours, this decreasing to about 3.5 hours when
“Neither” is added.
(2) Daylight 3): Fig. 2 shows the relationship between
vertical plane illuminance at the main opening to theliving room during cloudy weather in winter daytime
and the level of residents’ satisfaction with brightness(1). Here, more than 50% were “Satisfied + More or lesssatisfied” with about 2000Lx, or about 1500Lx when
“Neither” is added. 1500Lx is the level at which minor
visual work is possible indoors for a very short timeusing only natural illuminance coming in through the
opening 4).
(3) Ventilation: Fig. 3 shows the relationship between
average wind speed near the main opening to the livingroom in summer and the level of residents’ satisfaction
with ventilation (1). Here, “Satisfied + More or lesssatisfied” failed to reach 40% in any sample day ornight, but if “Neither” is added, the total is more than
50% at around 0.3m/s during the day and around
0.4m/s at night.
3. Future challenges
In future, we plan to study proposals for block
performance standards that should be achieved indensely built-up areas, based on the results of thissurvey. At the same time, we will attempt to develop a“System for simple evaluation of block performance indensely built-up areas” 5).
Note(1) We asked residents to evaluate their satisfaction in fivestages, namely (1) Satisfied, (2) More or less satisfied,(3) Neither, (4) Somewhat dissatisfied, and (5)Dissatisfied.

[Reference]
1)

2)

National Institute for Land and InfrastructureManagement (2007) “Guidebook on Special
Permissions in the Zoning Code under the BuildingStandard Law to Promote Rebuilding in Densely
Built-up Areas”
http://www.nilim.go.jp/lab/bcg/siryou/tnn/tnn0368.htm
MLIT (2011) “Basic Plan for Housing (National Plan)”
http://www.mlit.go.jp/jutakukentiku/house/torikumi/jyu

●Research Trends and Results
seikatsu/hyodai.html
Wataru Katsumata, Yasuhiro Miki, Tatsuya Iwami and
Shigeki Nishizawa (2011) “Research on the evaluationof block performance in densely built-up areas (Part 1)
Performance of sunlight and daylight and feelings ofresidents in typical densely built-up areas” “AIJ FY2011
Annual Meeting (Kanto) Summaries of Papers at
Annual Meeting” F-1, pp.507-508
Wataru Katsumata, Yasuhiro Miki and Norimitsu Ishii(2008) The relationship between the shape andallocation of buildings and the illuminance on their

4)

100%

100%

Cumulative sample ratio of satisfaction

Cumulative sample ratio of satisfaction

100%

5)

90%
80%
70%
60%
50%
40%
30%
20%
10%

Cumulative sample ratio of satisfaction

3)

exterior walls by daylighting: Basic study on theperformance standard of daylighting environment inurban building districts (Part 1) “Journal of Architecture
and Planning” AIJ Vol.73, No.628, pp.1275-1280“Development of a system of support when making
harmonious rules for rebuilding in densely built-up
areas” (Urban Development Division website)
http://www.nilim.go.jp/lab/jeg/index.htm

90%
80%
70%
60%
50%
40%
30%
20%
10%

0

1

2

3

4

5

6

7

8

Hours of sunlight (hours)
Satisfied + More or less satisfied
Satisfied + More or less satisfied + Neither

Figure 1. Relationship between hours of sunlightat main opening to living room in winter and levelof residents’ satisfaction with sunlight exposure

80%
70%
60%
50%
40%
30%
20%
10%
0%
0.0

0%

0%

90%

0

1000

2000

3000

4000

Illuminance（Lx）
Satisfied + More or less satisfied
Satisfied + More or less satisfied + Neither

Figure 2. Relationship between verticalplane illuminance at main opening to livingroom during cloudy weather in winterdaytime and level of residents’ satisfaction
with brightness

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

1.1

Average wind speed (m/s)
Satisfied + More or less satisfied (daytime, 10:00-14:00)
Satisfied + More or less satisfied + Neither (daytime, 10:00-14:00)
Satisfied + More or less satisfied (night time, 18:00-24:00)
Satisfied + More or less satisfied + Neither (night time, 18:00-24:00)

Figure 3. Relationship between average wind speed
near main opening to living room in summer andlevel of residents’ satisfaction with ventilation

● Research Trends and Results

An Initiative for Traceability of Concrete
Using IC Tags
Housing Production Division, Housing Department
SUMIKURA Hideaki, Research Officer, Dr.Eng.
ARIKAWA Satoshi, Director, Dr.Eng.
(Keywords) Concrete, traceability, IC tags, application
1. Introduction
In 2008, a problem of inferior concrete members
arose in some buildings because ready-mixed concrete(RMC) products made from prohibited materials had
been shipped and used.
In response to this, a group consisting of NILIM, theBuilding Research Institute, Hiroshima University, and
RMC industry cooperatives of five prefectures in the
Kanto region started joint research on developing a
prototype system of RMC traceability using IC tags,
having investigated the feasibility and problems of thetechnology concerned. As one aspect of this, wedeveloped basic applications using UHF- and HF-band
IC tags on a trial basis, with the aim of a correctly
relaying information between concrete manufacturers
and users.
2. Posited traceability system
In view of the current level of commercially available
IC tags, etc., we designed the proposed traceability
system as shown in Fig. 1. The principal characteristics
are that (1) the system adopts an ID method whereby
data are logged in a database (DB) and linked to IC tags,(2) the data logged are the RMC mixture plan, weights
and various test results, and (3) IC tags are introduced to
RMC when unloading. We developed a basic
application for reading and writing IC tags in line withthis proposed system.
3. Outline of basic application
The hardware configuration of the basic application,
as shown in Photo 1, consists of (1) IC tags, (2) areader/writer, (3) a server (DB), (4) a wireless router,and (5) a PC.
Data records logged in the DB are displayed on thereader/writer or PC screen via the IC tags. Taking
non-wireless communication environments into
consideration, we also made it possible to directly write
data such as the results of various tests in the user
domain of the IC tags. In a demonstration experimentusing a concrete factory as a field, we confirmed that thebasic application works without problem.
4. Future plans
To accelerate the creation of a concrete traceability
system using IC tags, we plan to continue studying thenecessary technology, etc., in future.

ICICタグ
tag

Concrete
コンクリートManufacture /製造・出荷
shipment

Database
データベース

Data
topic
情報項目

DB

Data
データ
●Printed
records of mixture plan & weights
transfer
移行●配合計画書・計量印字記録●Mixing time, person responsible for●練混時間、製造責任者、車番
manufacture,vehicle number●Date,
factory name, shipment note number●日付、工場名、出荷伝票番号

IC tag
ICタグ

ID書込
ID

TransporTrans- Manufacture&
生コンクリートの製造・出荷
tation運搬
porta- shipment of RMC
運搬
tion
Intro投入
ductionSite delivery,
現場搬入・荷卸し
unloadingwriting

IC tag
ICタグ

Reading
読出
Writing
書込

DB

●Time
of start and finish of loading●荷卸し開始・終了時間●Time of factory return, time of residual water
treatment●工場帰着時間、残水処理時間

生コンクリートの納品・
Qualityinspection when
delivering& unloading RMC
荷卸し時の品質検査

Insta蚕_ 工
llationReading
読出IC tagICタグ

書込
Writing

DB○Confirmationof installation site
○打込み場所確認○Person responsible for installation* ○蚕工責任者_
Information added after a certain※ 一定程度硬化した後に情報追記
hardness
reachedDB○Quality
inspection (4-week strength)○品質検査（四週強度）*※
Resultof inspection added 28 days
蚕工から２８日経過した後に、検査_
after installation
結果を情報追記DB

Outlineof repair works (method, materials,○補修工事の概要（工法、材料等）
etc.)
上記情報を確認した上で、劣化状*※
Havingconfirmed the above information,
況と原因を究明し、補修工法・材料等
investigate
state and cause of deterioration,chooseを選択repair method, materials, etc.

生コンクリートの打設
Layingof RMC

Inspec検 査
tion

Reading
読出IC tagICタグ

書込
Writing

4-weekstrength test
４週強度試験

Repair
補修工事
works

○Time
of site arrival○現場到着時間○Quality inspection (slump, air volume,○品質検査（スランプ、空気量、コンconcretetemperature, air temperature)○Personresponsible for acceptance
クリート温度、外気温）○受入責任者

Scope of application

アプリケーション開発範囲
development
Reading
読出IC tag
ICタグ

Progressive
劣化等の進行
deterioration＊＊●Information
on manufacturer●製造者の情報○蚕工者の情報_○Information on user

Fig. 1. Proposed traceability system

ID

UHF-bandUHF帯
IC tag

ID表示
display

ICタグ

ID
read /
ID読込
write

・書込み

RMC manufacture
生コン製造

Handy
ハンディ型
reader/writer
リーダ/ライタ

データ（CSV）
Data (CSV)の掃出・手動
sweep-out /manualtransfer
による移行

Information
情報呼び出し・callup/writing
書込み* Mixture plan,※配合計画・
weights
計量値

画面表示
Screendisplay（キー情報のみ）(key
information
only)
Server/DB
サーバ／DBPC

既存の生コンクリート
Existing
RMC manufacture&製造・出荷管理システム
shipment management
system

画面表示
Screen display

Fig. 2. Development image of the basic application

Photo 1. Hardware configuration of the basic application

●A Case of Utilizing Results
Analysis of Levels of Rebuilding in Relation to Urban
Characteristics, and Incorporation in a Revision of the Policy for
Improving Densely Built-Up Areas in the Basic Plan for Housing(National Plan)
KATSUMATA Wataru (Dr.Eng.), Senior Research Officer, Urban Development Division, Urban
Planning Department
KIUCHI Nozomu (Dr.Eng.), Head of Urban Disaster Mitigation Division, Urban Planning
Department
TAKEYA Shuichi (Dr.Eng.), Head of Construction Economics Division, Research Center for Land
and Construction Management(Keywords)

Densely built-up areas, rebuilding rate, urban characteristics, database, Basic Plan for Housing

1. Introduction
Dangerous and densely built-up areas mainly
consisting of old wooden houses where large-scale urban
fires could break out in the event of an earthquake still
exist over a wide area of Japan; these areas need to be
redeveloped with greater urgency in order to improvetheir disaster prevention performance. However, theurban characteristics affecting rebuilding of densely
built-up areas are diverse, and levels of rebuilding
leading to improved disaster prevention performance andeffective measures of redevelopment are expected todiffer from district to district. It is therefore important toascertain the rebuilding rate in relation to the physical,
social and economic properties of a district. These will
include the state of road foundations and scale of land lots,
population structure including declining birth rate, aging
and population decline, and economic potential.
However, the rebuilding rate in each densely built-up
areas has not become clear, owing to the difficulty ofobtaining data. As a result, it has been impossible tocompare the rebuilding rate in different types of urban
area, or to quantitatively analyze the relationship with a
district’s physical, social and economic properties, which
may be considered contributing factors in terms of
rebuilding.
2. Construction and analysis of a macro database on
urban characteristics of priority densely built-up
areas throughout JapanNILIM has therefore constructed a macro database
after gathering data on individual districts in a total of 400“priority densely built-up areas” nationwide (meaning“densely built-up areas where large-scale fires could
break out in the event of an earthquake, etc., and wherepriority improvement is required” as announced by MLIT
on July 11th, 2003). The data collected include physicalindicators (building stock classified by construction year,
small lot ratio, narrow street ratio, etc.), socio-economic
indicators (population change, aged ratio, population by
5-year age groups, 5-year settled domicile ratio, land
prices and trends in the same, etc.), and policy or projectprioritization. With regard to the rebuilding rate, data on“newbuild renewal ratio” were calculated by dividing the
newbuild floorspace area in recent years by stock, using
data on the property tax ledger. This enabled us toascertain the state of rebuilding for each district, compare
this by type of urban area, and quantitatively analyze thecorrelation between the rebuilding ratio and otherphysical, social and economic indicators.
The analysis results quantitatively confirmed that the
newbuild renewal ratio differs according to the type ofurban area (Fig. 1), and that a district’s newbuild renewal
ratio is influenced, among others, by urban characteristics
such as the aged ratio, small lot ratio, narrow street ratio(Fig. 2), distance from the nearest station, rented landratio, and designated floor-area ratio. These havepreviously been pointed out empirically and qualitatively
as factors hindering rebuilding.
3. Incorporation in a revision of the Basic Plan for
Housing (National Plan)
In March 2011 the Basic Plan for Housing (NationalPlan) that defines the government’s policy on improving
densely built-up areas was revised. As a new target for
improvement, it was indicated that approximately
6,000ha of densely built-up areas that would be markedly
dangerous in the event an earthquake, etc., would be
mostly eliminated in 10 years. As for basic measures
aimed at achieving the improvement target, meanwhile,
the Ministry conducted a study to find which measureswould be effective to suit the type of urban area and urban
characteristics. This was based on the results of research

●A Case of Utilizing Results
by NILIM on the state of rebuilding in priority densely
built-up areas, seen in terms of different types of urban
areas and urban characteristics such as the narrow street
ratio. As a result, in addition to conventional measuresinvolving the rebuilding or removal of dilapidated
buildings posing a high risk of fire spread or collapse, theneed for finely detailed measures in relation to local
characteristics were incorporated into the Plan as basic
measures aimed at achieving improvement targets. These
include evacuation routes and firefighting environments
in historical urban areas and other similar districts whererebuilding cannot be expected. They also include the useof relaxed restrictions related to road width based on the
Building Standard Law, to encourage rebuilding in
districts where the narrow street ratio is high (roadfrontage conditions are bad).

100%
90%
80%

11.0%

21.9%

6.7%

24.4%

7.1%

6.7%
5.0%

0.0%

0.0%

70%

40%

0.0%
7.7%

30%
10%

100.0%

51.7%

20%

50%
40%

10%
0%

1-2%
69.2%

Less
than 1%

47.8%

23.2%

Miners’housingarea, etc.

FishingvillageSloping landMainthoroughfare

Historica
urban area

Postwarsprawl area

Urban
sprawl area

3% or
more
2-3%

40.8%
47.6%
40.0%

76.9%
42.9%

22.5%

1-2%
Less
than 1%

23.8%

Less 25-50% 50-75% 75% or
than
more
25% Narrow street* ratio(* under 4 meters wide)

0%
Centralurban area

15.4%

23.8%
30.0%

20%

35.6%
20.5%

0.0%
7.7%

30%

3% or
more
2-3%

46.6%
75.0%

4.1%
12.2%

60%

23.1%

60%
51.8%

4.8%

Fig. 2 Newbuild renewal ratio by narrow street ratio in
connection with priority densely built-up areas
nationwide (based on total floorspace area)

34.8%
33.3%

7.5%

70%

17.9%
36.7%

50%

90%
80%

0.0%
7.1%

17.4%

17.9%

100%

Fig. 1 Newbuild renewal ratio by type of urban area inconnection with priority densely built-up areas
nationwide (based on total floorspace area)- 2 -Topics

Evaluation and future development ofbicycle travel environment improvement
model districts

Road Department
Advanced Road Design and Safety Division
TAKAMIYA Susumu, Head (Phd(Eng.))
HONDA Hajime, Senior Researcher
Traffic Engineering Division
UESAKA Katsumi, Head (Phd(Eng.))
YAMAMOTO Akira, Researcher
KOBAYASHI Hiroshi, Senior Researcher(Key words) Bicycle, bicycle network project, intersection design, guideline
1. Background to and history of recent bicycle
countermeasures
In 2008, the Ministry of Land, Infrastructure,
Transport and Tourism and the National Police
Agency designated a total of 98 areas nationwide as
Bicycle Travel Environment Improvement Model
Districts, clarified problems with improving bicycle
travel environments and studied countermeasures.
Later, in 2011, they formed the Study Committee
for the Creation of Safe and Pleasant Bicycle
Utilization Environments, which evaluated andverified efforts made in the above model districts
and proposed the preparation of guidelines.
The NILIM collected and aggregated documents
about the model districts and helped the committee
evaluate and verify efforts made in the model
districts.
2. Evaluating and verifying efforts in model
districts
The evaluation and verification in the model
districts clarified two facts: [1] because theimprovement effects are not fully achieved simply
by partially improving bicycle traveling space, it isimportant to do the improvement as a network, and[2] because there are cases where the connection
between the uninterrupted flow section andintersection are not provided connected in a straight
line, so that the improved bicycle traveling space is
not fully utilized, it is important to ensure continuity
and straightness of bicycle traveling space atintersections. So the concept of stipulating bicycle
network projects in the guidelines and the concept
of intersection design methods were proposed.
3. Future challenges
The Ministry of Land, Infrastructure, Transport
and Tourism and the National Police Agency will
supplement the committee’s proposals withtechnical opinions to prepare and release theguideline.
[Reference] Committee web site.

http://www.mlit.go.jp/road/ir/ir-council/cyclists/ind
ex.html
Location of the designated routes in a model district■モデル地区の指定路線位置（例）(example)

Designated routes in the
モデル地区指定路線
model
district500m

Comparison of average bicycle traffic volume before and■平均自転車交通量の整備前後の比較
after improvement
197
186

Bicycle
path
自転車道

162
157

Exclusive
bicycle lane
自転車専用通行帯
Bicycle/pedestrian path
自転車歩行者道(ordinary
bicycles permitted totravel on sidewalks)（普通自転車歩道通行可）
Indicationof bicycle traveling
自転車歩行者道内のspace location inside a
自転車通行位置の明示
bicycle/pedestrian path (part of a
（普通自転車の歩行通行部分）
sidewalk
where ordinary bicycles
are permitted to travel)

Beforeimprovement
整備前
After
improvement
整備後

106
117
137
147
0

100

200

300

Bicycletraffic volume (bicycles/h)
自転車交通量（台/h）Relationship of shift/no- shift with bicycle traveling space usage rate
■シフトの有無と自転車通行空間の利用率の関係（n=27）

75.1% （n=20）
75.1%
62.5%（n=7） （n=20）
62.5%

自転車道
Bicycle
path
自転車道

79.6%
79.6% （n=7）

Total 全路線合計
of全路線合計
all routes（n=27）（n=11）（n=11）

Travel locations
通行位置の明示
自転車通行位置の明示
indicated（n=16）（n=16）

（n=7）

On
front
正面にある

正面にない
Not
on front

63.8% （n=4） （n=7）
63.8%
（n=4）

72.7%（n=13）
60.7%72.7%（n=3） （n=13）
60.7%
（n=3）

0%
20%
40%
60%
80%
100%
0%
20%
40%
60%
80%
100%
※ But the result of a screening (95%) found no statistical significance.
※ただし、検定(95%）の結果、統計的有意性は認められなかった※ Bicycle traffic volume (one-way) excludes routes with traffic volume of 40 bicycles/h or※自転車交通量（片側）自転車40台/h以下の路線を除外（国土交通省調べ）
less (study by MLIT)

Route with a crossing zone for

Route without a crossing zone for

横断帯が正面にない（シフトのある）路線
横断帯が正面にある（シフトのない）路線
bicycles on front (shift)
bicycles on front (no shift)

FigureExample of evaluation/verificationof model district (excerpted from committee
documents)

●A Case of Utilizing Results

Stock management for sewer pipes
YOKOTA Toshihiro, Head
FUKATANI Wataru, Senior Researcher
MIYAMOTO Toyohisa, Researcher
Water Quality Control Department, Wastewater System Division(Key words) Sewer pipes, stock management, soundness prediction formula, reconstruction and rehabilitation
1. Stock management for sewer pipes
Sewer systems in Japan were first constructed in
Yokohama and Tokyo around 1880. The sewer system
accounts for about 75% of the totale sewerage
construction cost including collection and treatment
systems. The length of existing sewers in Japan is now
more than 430,000 km thanks to sewerage development.
The life of civil engineering structures is generally 50
years, and in the near future, sewer pipes constructedduring the period of economic growth around 1965 willreach the end of their service lifetime at the same time.
Reconstruction and rehabilitation projects have justbegun, so a way must be found to maintain deteriorated
sewer pipes in sound condition under harsh economic
conditions. Stock management (SM) has attracted
attention in this regard.
2. Results of research by the NILIM
To introduce SM, it is necessary to clarify the present
soundness of sewer pipes in order to appropriately

predict their future deterioration, and based on the resultsof the prediction; propose a rational project plan basedon a prediction of medium to long term project volume.
The NILIM has proposed a sewer pipes soundness
prediction formula and established a project
standardization method in order to promote theintroduction of the SM.
3. Handbook on the Sewer Pipes Stock Management
Method (draft)
The Study Committee for the Sewer pipes StockManagement Method, which was established by the
Sewerage and Wastewater Management Department of
the Ministry of Land, Infrastructure, Transport andTourism, announced the Handbook on the Sewers StockManagement Method (draft) on September 30, 2011, as
an instruction manual for SM method introduction. This
handbook, which reflects the results of research by the
NILIM, is counted on to promote the introduction of SM
in cities with little knowledge or data necessary for SM.

●Research Trends and Results

Towards theintroduction of the partial factor design
method to road bridge design standards
TAMAKOSHI Takashi, HeadNAKASU Keita, Senior Researcher
YOKOI Yoshiteru, Researcher
Road Department, Bridge and Structures Division(Key words) road bridge, technical standards, performance-based specifications, partial factor design method
1. Introduction
The Technical Standards for Bridges and Highway
Bridges (below called, “Specifications for Highway
Bridges”), which are design standards for road bridges,
consist of a system based on the allowable stressdesign method, which designs member sections so thatthe stress produced in each member by the action ofloads does not exceed the allowable stress of themember. Under technical standards for infrastructureson the other hand, performance-based specifications
are implemented to flexibly design various types ofstructures, and at the same time, the partial factor
design method, which permits the consideration ofbridge-building environmental conditions or the
degree of reliability of the safety allowance ofmaterials in order to clarify the required performance,
is being introduced with rising frequency.
NILIM studies an overall system of technicalstandards, settings of the basic required performances
for bridges, analyses of the safety allowances for the
existing standards, and settings of load factorsbasedon analysis from the perspective of reliability.
2. Setting load factors
Introducing the partial factor design method, it isnecessary to set partial factors considering the safety
allowances which should be ensured for each type offactor. In order to clarify the load coefficients, NILIM
studies the analyses of the safety allowances to secure
reliabilitybased on evidence of load regulations for theconventional standards with regard to dead load, live
load, wind load, temperature, earthquakes, snow load,
earth pressure and other load factors after collecting
the latest available data. Moreover, in order to study
effects of partial factorization, we extracted roadbridges with the proven structure’s types and scales inJapanand conducted numerical simulations
considering the characteristics of loads obtained by ananalysis of their design service lifetime (100 years) toanalyze the bridge performances from a variety ofperspectives such as the safety allowances which has
been ensured by the existing standards.
3. Future research policies
An introduction of the partial factor design

STEP 1: time series simulations (1,000 times)

Focus members

STEP 2: Extract of the maximum
section force force
Focus on N

STEP 3: 100 year maximum value
distribution

1,000
Focus on M
1,000

Distribution formed in 1,000
maximum values

Focus on N
Focus on M

Focus on S

Focus on S
1,000 results
simulations
Extract of maximum section
force of the focus members

Extract of section force equivalent to that for theexisiting standards

Figure 1. Numerical Simulations
methodto the Specifications for Highway Bridges will
makeit possible to reflect designs based on appropriate
evaluations, and to conduct designs rationally andeconomically.
Until now, we have conducted the setting the loadfactors by analyzing against representative structuralforms or focused members. In the future, we willcontinue to increase trial calculation cases and widely
conduct a survey to verify the appropriateness of thefactors at the practical design level, and at the sametime, we will study applicability to repair andreinforcement design. We will perform various kindsof studies in cooperation with various related
institutions to achieve an early introduction of thepartial factor design method to the road bridge design
specifications.
[Reference]
Bridge and Structures Division web site (contains
related paper)
http://www.nilim.go.jp/lab/gcg/index.htm

●A Case of Utilizing Results

Publication of Evaluation Guidelines for New Road
Bridge Technologies (Draft)
TAMAKOSHI Takashi, HeadNAKASU Keita, Senior Researcher
ISHIO Mari, researcher
Road Department, Bridge and Structures Division(Key words) Highway bridges, new technologies, performance evaluation method, guidelines
1. Introduction
In recent years, examples of the contract methodwith technical proposal have been increasingly
introduced, and on the other hand, examples of the
adoption of ‘new technologies’ applying to materials,
structures, and design methods not specified in theTechnical Standards for Bridges and Highway Bridges(below called, “Specifications for Highway Bridges”)
have also increased.
Specifications for Highway Bridges regulate“standard methods” assuming that performances suchas the required safety allowances are surely obtained,
based on the required performance and past researchand experiences. However, they do not indicate averification method or concrete evaluation standards
to verify that the performances of the newtechnologies equivalent to or greater than cases basedon “standard methods” are obtained.. Therefore,
verification methods and the contents are set
separately with reference to each condition in practicelevels, and the verifications matching with standards
are conducted through a process of trial and error,(below called, “performance verification”).
In response to these background circumstances, the
NILIM has published guidelines as universal andpractical references focused on main items and points
to remember when conducting individual performanceverifications. (Technical Note of the National Institutefor Land and Infrastructure Management No. 609,
Guideline to Research Concerning Road Bridge
Technology Evaluation Methods and New Technology
Evaluations (Draft), September 2010).
2. Framework and Outline of Evaluation Guideline
for New Technologies[1] Part I, Common
In Part I, items necessary to verify performance
individually by experiments or analyses and thebasic concepts of the new technology evaluations
are indicated from No.4 to No.8 of Part I as
shown in Table 1.
Table 1 Framework of evaluation guideline for new techniques, Part I

Part I Common
1. Basics of new technology evaluation
2. Selection evaluation methods

3.
4.

Perspective of technology evaluation
Deviation from the range of standard specification

5.

Materials and structures with characteristics different fromstandard regulations(Examples) Deck slab span length, abbreviation of members(Examples) Application of high strength reinforcing bars toconcrete members
Welding steel unstandardized as welding structures

6.

Design principles and mechanisms different from standard
regulations(Examples) Welding joints unstandardized in ‘Fatigue design
guidelines for steel road bridges’
Structures abbreviating cross frames or lateralbracing
Shear connector mechanisms other than stud shear
connectors

7.

Construction conditions different from standard regulations(Example) Effects of concrete placement of steel-concrete
composite slabs

8.

Conditions for maintenance different from standard
regulations(Example) Steel-concrete composite slabs and weather resistantsteel materials[2] Part II, Case Examples of New Technology
Evaluation
Part II indicates examples of road bridge
verification items and performance verification
methods using new technologies studied in recent
years in order to design and construct roadbridges based on ‘Specifications for Highway
Bridges’. Even new technologies not included inthese examples are considered to lead to more
complete performance verifications by referring
to common parts such as focus points and points
to remember.
[3] Part III. Examples of preparation of evaluation
manuals
Part III indicates examples of setting specificverification items and performance verification
methods referring to examples of PC box girder
bridges with corrugated steel web andsteel-concrete composite slabs. It can be used as areference for methods of establishing plans toevaluate new construction methods.
3.

Summary
We hope that the guideline will help provide society
with infrastructure with high reliability as further
appropriate technology evaluations referring to thebasic concepts and examples of new technology
evaluation in the guideline are established. .

●A Case of Utilizing Results

Revision of Airport Pavement
Maintenance and Rehabilitation Manual
MIZUKAMI Junichi, Head
Airport Department, Airport Design Standard Division
TSUBOKAWA Yukitomo (Dr.(Eng.)), Senior Researcher
Airport Department(Key words) Airport, paving, maintenance
1. Introduction
The Airport Pavement Maintenance andRehabilitation Manual (draft version) was revised andissued officially in April 2011. This manual provides
standards and recommendations for inspection,
evaluation, design and construction for the
rehabilitation of airport pavement. In this revision, thedesign method for rehabilitation was changed from thespecification based method to the performance based
method just like the new pavement design method
already changed in 2008. Furthermore, standards andrecommendations for inspection, evaluation andconstruction were also revised based on the result ofresearch by the NILIM. This report mentions some of
the major points of the revision.
2. Inspection
De-bonding between asphalt concrete layers has
been inspected by an impact acoustic method using ahammer. However, it takes many days to complete theinspection by this method at a large airport. To
develop a new efficient method to detect de-bonding,
NILIM conducted a study to verify the applicability of
the infrared thermographic inspection method. Thismethod is based on the surface temperature difference
between bonded and de-bonded areas caused byde-bonding as shown in Figure 1. The result clarified
that this method could detect de-bonding quickly inboth the daytime and nighttime in the summer. In therevision of the manual, this method was added as new
inspection method.
3. Material and Construction
Grooves, whose width is 6mm and depth is 6mm,
are constructed on the surface of a runway to drainwater quickly and to maintain skid resistance. To
prevent failure of the grooves soon after theconstruction as shown in Figure 2, grooves shall be
constructed 2 months after construction of the surface
course. This means that the surface condition of
runway is “non-grooves” for 2 months after
rehabilitation works. However, a laboratory loading
test has revealed that grooves constructed on modified
asphalt concrete have higher stability than those on
straight asphalt concrete. Thus, trial construction ofgrooves was done on a runway to confirm the stabilityof grooves. The result of the trial construction verified

that grooves on modified asphalt concrete constructed
1 month after construction of the surface course havehigh stability. In the revision of the manual, the curing
term for grooves was shortened to 1 month in cases
where modified asphalt concrete was used for thesurface course.

Figure 1. Infrared image (center blue circles indicate
low temperature part due to de-bonding)Figure 2. Failure of grooves[Reference]
Civil Aviation Bureau, Ministry for Land,
Infrastructure, Transport and Tourism: Airport
Pavement Maintenance and Rehabilitation Manual,
2011.

●Research Trends and Results

Attempt to detect seepage in levees from thermal
imagesHATTORI Atsushi, Head
NAKAJIMA Haruma, Researcher
River Department, River Division(Key words) Levee inspection, thermal image, seepage, infrared radiation
1. Introduction
River levees are long structures which have,throughout the long history of flood control, been
constructed accompanied by repeated reinforcement
and repair according to the state of past disasters. So
in order to ensure the safety of river levees far into the
future, it is important to perform inspections closely
coordinated with reinforcement to efficiently andreliably detect locations which impact safety and tomonitor their condition1). An inspection of a riverlevee is done basically by walking on it to visually
examine its condition, and such inspections are
performed over the full length of every levee once ayear. It is necessary for inspections to be done bylimited personnel and restricted budgets, so more
efficient methods are needed. And because the resultsof visual inspections vary in some cases because ofdifferences in the skills of inspectors, it is important todevelop methods of using measuring instruments toaccurately quantitatively clarify and analyze the stateof deformation. So as such a survey method, a methodof combining multiple physical exploration methods
such as electricity and magnetism to clarify soil
quality inside the levee, and a method of measuring
the shape of a levee in detail using an automobile
equipped with laser measuring instruments and GPS
are being studied.
The River Division is conducting research intended
to integrate, rationalize, and increase the efficiency ofinspections and reinforcement by evaluating the extent
that safety is ensured by levee inspections in the same
way as reinforcement work. As part of this effort, theDivision is studying a method of detecting seepage on
the surface of levees using thermal images.
2. Challenges to the application of the infrared
inspection method to river levees
The inspection method using infrared radiation is
now used to inspect and diagnose concrete structuresby measuring the diel variation of the surface
temperature caused by sunlight, air temperaturechange, etc. as thermal images, to detect defects basedon temperature differentials caused by differences inthermal capacity etc.

Table Challenges to the Application of theinfrared inspection method to river levees
Challenge
1

Does a temperature difference great enough to be
distinguished by a thermal image appear at seepage
on the slope of the levee?

Challenge
2

The levee slope is covered with vegetation, but is it
possible to detect a temperature difference on its
surface?

Challenge
3

The soil quality on the levee slope surface isheterogeneous, but to what degree does the soil
quality impact temperature differences?

Challenge4

On a long levee, it is difficult to obtain thermal
images under identical weather conditions, but is it
possible to detect defects regardless of conditions?

Challenge5

Is it possible to perform an efficient inspection basedon long-distance photography in relation to theabove?

The above table shows challenges to its application
to river levees.
3. Results and future challenges
Temperature and soil water content sensors wereburied in the slope surface of an actual levee and used
to measure diel variation at the same time as thermal
images were obtained using an infrared thermo-sensor.
The results confirmed that if the surface is bare groundunaffected by vegetation, parts with seepage and parts
without seepage create temperature differences(Challenge 1). In the future, the results will be further
analyzed to clarify weather conditions which are
represented by large differences in the temperature.
Deepening studies will be conducted concerning otherchallenges to be resolved to introduce the method: theimpact of the degree of vegetation coverage and plantheight (Challenge 2), differences in soil materialvalues of the levee (Challenge 3), study of times of
day when detection is possible (Challenge 4), andimpact of photography distance limit and angles(Challenge 5). The Division wishes to continue studies
so that the results of the research will contribute tomore efficient and higher quality inspection
technologies to be used to inspect river levees.
[Reference]
1) Manual for River Works in Japan, Management(River), MLIT, 2011

●Research Trends and Results

Trial calculating impacts on maintenance costs and riverenvironments at the river improvement stage and applying
the results to river course design
HATTORI Atsushi (Dr.), Head
FUKUSHIMA Masaki(Dr.), Senior Researcher
River Department, River Division(Key words) Maintenance, flood control safety, river environment
1. River improvement and maintenance and theimportance of harmony with the river environment
In the future, river improvement guidelines must be
enacted nationwide and specific river improvement
methods such as river course excavations and tree
felling etc. must be established. When that is done, itwill be important to specify concrete improvement
considering harmony between flood control and theriver environment in addition to river improvement
and maintenance intended to ensure flood control
safety. The River Division has, by introducing theconcept of a margin as sediment deposition space,developed a method of uniformly evaluating the costof river improvement and maintenance, and proposeda method of minimizing the total cost of rivermanagement1). It will be a particularly useful method
on river courses where sediment tends to be depositedat segment change points and at the river mouth. As aresult, it was possible to deal with improvement andmaintenance as a single activity, but as pointed out
under Neo-Natural River Reconstruction, it is more
important to strive to improve a river to its form
several decades in the future than to its present
condition. To do so, change of the river course must
be predicted to assess its indirect impact on the riverenvironment, then concrete improvement measures
must be established.
2. Evaluating the impact on living organisms ofchange of the physical infrastructureRiver improvement and maintenance directly alter
the physical infrastructure, so for this study, instead ofpreparing a complex ecosystem change model
including competition between living organisms, aliving organism response model in conformity withthe change of the physical infrastructure is preparedand its impact on the river environment is evaluated.
Specifically, the riverbed change calculation model
which considers the advance and retreat of vegetation,
and a living organism model which responds tochange of the physical infrastructure were linked toprepare a river ecosystem change prediction model
capable of evaluating the indirect impact after a flood
discharge in addition to the direct impact of river
improvements (below called the “change prediction
model”). The concept of flow capacity margin wasadded to this to perform integrated evaluations of flow

capacity, impact on living organisms, and maintenancecosts under the guidelines to river management,
multiple drafts of which had been provided. Thechange prediction model was prepared for the Kita
River on the Gokase River System, where large-scaleriver course excavation had been executed about ten
years earlier forming a research field for river ecology
research. With the focus on the crab, Deiratonotus
japonicas, the fish, Sicyopterus japonicas, and theraccoon dog, which are typical life on the Kita River,
the response of these living organisms to the river
improvements were evaluated. For example, in a casewhere a high water channel has been excavated toconserve the underwater environment, it is relatively
difficult to evaluate its indirect impact on livingorganisms, and there are even cases where flood
discharge after the improvement greatly changed thewater route or riverbed materials, resulting in the
sharp deterioration of the underwater environment.
3. Directions of studies to establish concrete
improvement methods
Calculations to reproduce the short-term change ofthe physical infrastructure, which was subjected toseveral flood discharge processes, were done toevaluate their impact on the decline of flow capacity
and the living organisms. To decide on concrete river
improvement methods, conditions for a study
extremely varying its impact on the target livingorganisms should be set. Long-term calculations aredone to totally evaluate the cost flow capacity, andimpacts on living organisms in a case where, forexample, excavation of dry land was the main
improvement, where underwater excavation was themain improvement and where the necessary river
section was ensured by combining excavation of dry
land with underwater excavation. Therefore, the key topractically applying the change prediction model is
how precisely the indirect impacts of river
improvement on living organisms can be predicted.
[Reference]
1) Takeuchi et al.: Concepts and specific methods for
management to provide a margin to flow capacity,
NILIM Report 2011

Topics

Initiatives for knowledge succession
in dam engineering

River Department
FUJITA Koichi, HeadRiver Department, Water Management and Dam Division
TORII Kenichi, HeadKAWASAKI Masaki, Senior Researcher(Key words) Dam engineering, knowledge management
1. Present state and problems with theknowledge succession in dam engineering
Dam engineering has been developed andsucceeded by constructing many dams in Japan. A“knowledge cycle” has been established as follows;① Various technical standards and know-how
possessed by dam engineers have been applied
to the construction of dams.
② New knowledge has been learned.
③ Further research and development has been
conducted based on this knowledge.
④ At the same time, many experts with thisknowledge have appeared one after another.
⑤ Advanced knowledge has been applied to laterdam construction through improved technicalstandards and by experts.
In recent years, technical information and humanresources which support this “knowledge cycle”
have shrunk and become regionally unbalanced due
to a decline of dam construction sites.
On the other hand, there has been a gradualincrease in dam alteration projects such as
constructing additional large outlets to use theexisting dams and reservoirs more effectively. We
are forced to carry out design and execution underharsher condition than any previously experienced.
We have to continue challenging such new
subjects to make dams safer, more economical andmore efficient. For this reason, we need to ensure arequisite “knowledge cycle” for knowledge
succession in dam engineering.
Therefore we have studied knowledge
management methods to share technical information
between regional blocks throughout Japan andpermit future generations to succeed to thisinformation.
In 2011, we have, jointly with the Water andDisaster Management Bureau and nationwide
regional development bureaus of the Ministry ofLand, Infrastructure, Transport and Tourism(MLIT), and the Public Works Research Institute(PWRI), begun initiatives to do so.
2. Specific methods(1) Sharing information through dam engineering

study meetings
We organized a dam engineering study meeting(administrator: River Department of the NILIM)
which included dam engineers in the Water andDisaster Management Bureau, nationwide regional
development bureaus, the PWRI and the NILIM so
we could share the results of each activity forknowledge
succession.
We
alsocreatedopportunities for dam engineers in nationwide
regional development bureaus to study skills andexchange opinions on dam construction sites invarious regions (Photo 1).
Furthermore, we built a data base to pigeonhole
the contents of technical guidance by experts andpreserve them because they will be very importantto revise technical standards and have in many cases,
been forgotten over time.
(2) Technical guidance by dam engineering advisors
It is also necessary that technical guidance begiven smoothly by experts in the future. Therefore
the River Department of the NILIM will centrally
appoint persons with rich experience and technicalguidance achievements as “dam engineering
advisors” to provide advice concerning the selectionof appropriate persons according to the needs ofconstruction offices.

Photo 1. Technical Committee on Tsuruda Dam
Redevelopment Project
Thirty-one dam engineers from regional development
bureaus throughout Japan attended(November 17, 2011)- 1 -●Research Trends and Results

Attractions of regions as revealed by migration to rural
regions
OHASHI Sachiko, Researcher
TAKEYA Shuichi Dr. (Eng.), Head
Research Center for Land and Construction Management, Construction Economics Division(Key Words) Attractiveness of regions, UJI turn, migration, permanent residency, consciousness survey, national land
management
1. Introduction
People are now migrating to rural regions, aphenomenon called the UJI Turn, and theattractiveness of rural regions is being reconsidered.
This research analyzed the attractiveness of rural
regions through a consciousness survey of people whohave migrated to rural regions, a trend which willcontinue in the future, in order to provide
infrastructure based on the values of diverse regions
and their citizens. As case studies, the survey was
conducted in Ono Town inFukushima
Prefecture,
Nichinan Town in Tottori
NichinanPrefecture, and Tarumizu
Town
日南町
日南町
City
in
Kagoshima
Ono
小野町
小野町
Prefecture, which haveTown
aggressively
supported
migration
andhave
Tarumizu
垂水市
垂水市
City
welcomed many migrants(Fig. 1).
Figure 1. Location ofsurveys areas
2. Values of migrants
Values which migrants consider important in theirlives were surveyed in this study. Then the results
were compared with the National Survey on Lifestyle
Preferences, which was a public opinion survey, toanalyze trends which are seen particularly among
migrants.
Figure 2 shows characteristics of migrants shownby the survey. When migrating, migrants prioritize
whether or not there is work and if it is worth-doing,
and seek an environment which provides ample
National Survey on Lifestyle
国民生活選好度調査
Preferences

Resultsof survey of migrants
移住者の調査結果
Time of studying
migration before
移住を考え始める前
started to consider migration
移住を検討している時
Now

20-29
20代30-39
30代
40-4950-59
40代50代60-69
60代
70
or older70代以上[1] Medical treatment andhealth care

現在[2] Education and culture[3] Working life[4] Holidays and leisure time
life

holidays and leisure time. The results of a study of
migrants’ destinations show that they prioritized theliving environment and felt uneasy about whether or
not they would get along well with the local people.
After migrating to the rural region, they prioritized
their family and living environment, other aspects ofthe environment surrounding them in their daily life,and human relationships with local people.
3. Attractiveness of rural regions seen in reasonsfor migration
An interview survey of people’s reasons for
migrating was conducted to analyze the attractivenessof the rural regions from the perspective of migrants.
Table 1 shows the results. Judging from theconsciousness of migrants responding to the survey,
an environment in which they can “Enjoy material
resources of the region.”, “Use the material resourcesof the region.”, and “Contribute to and to be part ofregional human resources”, are attractive features ofrural regions.
Table 1. Consciousness of Reasons for Migration
Statements during interviews• Seem to have come for the hotsprings.
• Having food nearby is attractive.
• Has long been interested in famous
natural farming methods.
• Wanted to conduct a business taking
advantage of sightseeing resources• Moved by never before experienced
delicious taste of local vegetables.
Wish to expand it as a food product.
• There is a job I want to do, so it wasnecessary• Was interested in advanced efforts inthe medical treatment and welfare
field and wanted to work here.

Characteristics
Wish to enjoy
material
resources of theregion.
Wish to usematerial
resources of theregion.
Wish tocontribute to andto be part ofregional humanresources[5] Income and consumptionlife[6] Living environment

1番目
First

1番目
First

[7] Safety and individual
protection

Second
2番目

2番目
Second[8] Family

3番目
Third

3番目
Third

[9] Regional life
[10] Fairness and financial
security

100% 80%

60%

40%

20%

0%

0%

20%

40%

Figure 2. Values of Migrants(Range of “Important” responses)

60%

80% 100%

4. Conclusions
In the future, based on the attractiveness of rural
regions as it was revealed by the survey, efforts will
be made to enhance the attractiveness of regions andto conduct surveys of the resolution of challenges ,through links and exchanges between regions.
[Reference]

●Research Trends and Results

Ohashi et al.: A study on characteristics of values inmigration to the countryside, Collected Papers of theJapan Society of Civil Engineers, Special Edition F4,Vol. 67, No. 4, December 2011.
Ohashi et al.: Survey of attractiveness of rural regionsin the consciousness of migrants to rural regions,Collected Research Papers on Civil Engineering
Planning, Vol. 44, November 2011.

●Research Trends and Results

Toward Urban Sustainability and Assessment of Future
Urban Images
KIUCHI Nozomu (Dr.(Eng.)), Head, Urban Planning Department, Urban Disaster Mitigation Division
NISHINO Hitoshi, Head, Urban Planning Department, Urban Facilities Division
SAKATA Tomohiko (Dr.(Eng.)), Senior Researcher, Urban Planning Department, Urban Planning Division(Key words) Population decline, urban structure, sustainability, prediction/assessment methods,
land use and transportation models

Study andpreparation ofalternative proposals

代替案の
検討・作成

In the near future, the aim is to prepare and promote
1. Introduction
the wide use of a guideline to assessments of future
The Urban Planning Department is carrying out
images, in order to contribute to the application of“Research on assessment of future images ofthese research achievements by regional governments,
urban/rural regions during a period of population
etc. It has already been introduced at the National
decline”, with the cooperation of the Research Center
Conference of Urban Planning Department Managers
for Land and Construction Management.
. Its
sponsored by the Ministry of Land, Infrastructure,
purpose is to support the implementation of modulated
Transport and Tourism, as “an example of a Scenario
urban and regional policies typified by “compact
type Assessment Method” for proposed revision of
cities”, which will be sustainable under tight financial“Urban Planning Operational Guidelines”.
and environmental restrictions in local cities, where
the population is expected to continue to decline in the
3. Conclusions
The use of assessment tools which were developed
future, by developing assessment tools and methods
and the implementation of “Fuuture Urban Image
permitting a more rational selection of policies related
Assessment”, will permit rational selection based on
to future urban structures, by objectively comparing
objective quantitative comparisons of alternative
multiple alternative proposals consisting of groups of
proposals and allow the study of specific images ofpolicy measures1)2).
“compact cities” suited to each city. And by preparing
2. Outline of achievements of the researchalternate proposals and comparing the results during
Figure 1 shows the structure of the assessment tools
citizens’ participation deepen understanding of
which have been developed and an outline of the flow
desirable urban structures by citizens, leading toof assessment using the tools. The tools consist of agreater involvement of citizens in urban planning.
model which estimates the impact of alternative policy[Reference]measures on future urban structures, and a model
1) K. Yamashita: City Renovation to Survive thewhich evaluates the estimated results, both of which
Depopulation and Super-aging Age, Annual
run on a personal computer.
Report of the NILIM, 2009.
As the Future Urban Structure Estimation Model, a2) N. Kiuchi et al.: Development of Assessment
land-use transportation model, which ise used in such
Method for Future Urban Visions in thecases overseas, is adopted, and introduces perspectives
Depopulating Period, SB11 Helsinki World
needed for the period of population decline, andresponds to a wide variety of entry data. The Future
Sustainable Building Conference, 2011.
Urban
Structure
Basic survey of
都市計画基礎
Assessment Process
Structure of Assessment Toolurban planning,
アセスメントの流れ
アセスメントツールの構造調査、ＰＴ調査
Evaluation Model,
and use of results
結果等を利用of PT survey etc.
on the other hand,
Data AssemblyCollecting
and processing
Preparation of
代替案設定
データの収集・加工
Processing
Input
data
入力
can calculate 36
input data for
等データのalternatives
kinds of indices
作成と入力
Consideration of Planning
Future Estimation Model
将来都市構造予測モデル
施策オプションの作成
Options and Alternatives
spanning
fiveLand-use
Transportation Model
土地利用交通モデル
themes: daily life,
他の
d l
Other
施策群の都
Estimation
予測
Estimate effectProjection of Futuresafety, environment,
土地利用
交通
Land-use
Transport
Model
市構造への
of
policies
Urban
Structureモデル
将来都市構造の予測モデル
モデル
vitality, and cost.
影響予測
Alternatives
Case studies werecarried out of three
Future Evaluation Model
将来都市構造評価モデル
Evaluation of Future
Evaluate
代替案へのcities and regions
将来都市構造の評価
Urban Structure
Environalternatives
暮らし
SafetyVitality
Cost
評価
QOL
安全
環境
活力
コスト
ment
with
differing(QOL)
characteristics,
Display of est.
Decision of Alternative
予測・評価
confirming
their
将来都市構造の採択
Output(Calculation & Display)& eval. result
Planning Measures
出力（表示・集計）
結果の表示
effectiveness.
Analysis(prediction andevaluation)

解析（予測
や評価）

Comparison of
results

結果の比較

Decision on the
proposal to be
adopted

採用案の決定Figure 1. Image of Assessment and Outline of Tools

●Research Trends and Results

Collection of recent cases of efforts to prepare theimprovement manual for electric power pole removal
TAKAMIYA, Susumu (Dr. (Arts and Sciences), Head
IKEHARA Keiichi, Senior Researcher
KIMURA Yasushi, Researcher
Road Department, Advanced Road Design and Safety Division(Key words) Electric cable burying, electric power pole removal, simultaneous improvement, electric power poleremoval by non-burying method, under-eave cables, rear cables*1: “Simultaneous execution” is a method of coordinating work periods toperform simultaneous execution in cases where an electric power cableutility tunnel and sidewalk improvement works are planned for the same
period. “Simultaneous improvement” is a method of simultaneously
newly constructing or widening a road and constructing an electric
power cable utility tunnel at a location where it is predicted that it will
be necessary to remove electric power poles in the future.
*2: “Method of installing electric power cables in eaves of buildings or inback alleys etc.

1. Introduction
Plans to bury electric power cables and to remove
power poles have been revised about every 5 years
since 1986. And the removal of electric power poles isnow being done based on the “Guideline to theRemoval of Electric Power Poles” (Fig. 1). Amongpresent improvement methods, electric power cableutility tunnels, originally introduced in 1995, arespreading widely, and there are cases where the more
economical shallow burying method is adopted ifother site conditions are satisfied. These methods are
already stipulated in improvement manuals of many
regional development bureaus.
On the other hand, the Simultaneous Improvement
Method※1 has not widely penetrated because there isno technical document which describes a specificprocedure, and some regional governments have madeadvanced efforts to use the electric power poleremoval by none-burying method※2. There are also
cases of innovations such as installing above grounddevices at various locations.
The National Institute for Land and InfrastructureManagement has collected cases of advanced
improvement methods which have not penetrated
nationwide, and cases of innovations thought to beeffective by distributing information in various regions,and has prepared technical documents which regional
development bureaus can use to reflect these
improvement methods in their own improvement
manuals.
1986

1987

1988

1989

1990

1991

1992

1993

1994

1995

1996

2. Advanced improvement methods
This simultaneous improvement method is superior
to the normal electric power cable utility tunnel
method in terms of work period and improvement cost,and because it is hypothesized that it will be used
where there are few existing buried structures and thatits tunnels will be linear with few bends, it will bepossible to select this economically superior method(for example, adopting the shallow burying method or
the I-shaped special parts to branch or connect electric
power cables (integrating electric power andcommunication lines)). There are also cases presented
for reference of the innovative adoption of the electric
power pole removal by non-burying method in various
regions through cooperation between road managers,
electric power line managers, and roadside residents
who discuss the cable installation methods and layoutof aboveground devices. Photo 1 shows an example ofsuch an innovative case.

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

～

Improvement method
First electric cable burying plan

Second electric cable burying Third electric cable burying
plan
plan

New electric cable burying plan

Electric power pole removal
promotion plan

Guideline to the Removal of
Electric Power Poles

Independently burying

Cab system
Local government
conduitElectric power cableutility tunnel
Shallow burying
Simultaneous
execution
Simultaneous*1
improvement
Electric power poleremoval bynone-burying method

Figure 1. Electric Cable Burying and Electric Power Pole Removal Plans andChanging Improvement Methods

●Research Trends and Results

Under-eave
cablesTransformer is in a back alley,
eliminating above ground equipment.

Above-grounddevicesThis low voltage power line is colored tomatch the building

City parking lot

Above-groundequipment
Above-ground equipment installedin the local garbage disposal site

Above-ground equipment installed on partof a city parking lot

Photo 1. Under-eave cables and examples ofinnovative layout of above-ground equipment
3. Conclusion
In the future, sample cases of advanced
improvement methods which have been collected andtechnical documents which contribute to lowering thecost of removing electric power poles will becompiled and this information will be distributed
throughout the country.

●Research Trends and Results

A Study of Bicycle Travel Speed
Traffic Engineering Division, Road Department
YAMAMOTO Akira (Research Engineer), KOBAYASHI Hiroshi (Senior Researcher),
UESAKA Katsumi (Doctor of Engineering)
Keywords: Bicycle, travel speed, cycling space

3. Bicycle travel speed on public roads
We set up a course with a circuit of approximately 5km that was comprised of a bicycle lane, sidewalk foruse by bicycles and pedestrians, vehicle lane, andnarrow street in Kameido, Koto Ward, Tokyo. We
then conducted an actual cycling study on this course.
From the results, we found that travel speed that
includes waiting for traffic signals was much lower
than free travel speed (Figure 3). This is thought tobe a result of the signal waiting time and the cycling
spaces. When we studied travel speed by type of
cycling space, we found that speed dropped
significantly on the sidewalk for use by bicycles andpedestrians (Figure 4). In addition, we discoveredthat travel speed on this sidewalk had a positive
correlation with pedestrian density (sidewalk
crowding).
4. Conclusion
Looking forward, we plan to quantify the effectcaused by waiting at traffic signals and study a simple
equation for estimating bicycle travel time.

Frequency*Values are obtainedby dividing travel
data for one week
into 500-meter
sections and thentotaling.

凡例
Symbols

軽快車
Standard bicycle

E-bicycle
アシスト車

N = 120

10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 (km/h)
Free travel speed

Average

Median85th
percentile

MaximumStandard
deviation

16.8

16.8

18.2

21.7

2.1

18.6

19.1

19.8

21.7

1.8

Standard
bicycleE-bicycle

Fig. 1: Distribution frequency of free travel speeds and pertinent data
Symbols
凡例

85thpercentile values of standard bicycle totaled
アシスト車乗車時の速度増減率について
at 5% intervals of rate of speed change when
5%間隔に集計した軽快車の85%タイル値
ridinge-bicycle

Travel speed when riding e-bicycle
アシスト車乗車時旅行速度-1
Travel speed when riding standard-1
軽快車乗車時旅行速度
bicycleRate of speed change when
idi
bi l

35%
30%
25%
20%
15%
10%
5%
0%
‐5%
‐10%

Approximate straight line connecting
85th
percentile values
85%タイル値を結んだ近似直線

y = -0.0651x + 1.3017
R² = 0.9684
N=120

10 11 12 13 14 15 16 17 18 19 20 21 22 23 24(km/h)

Free travel speed when riding standard bicycle

Fig. 2: Comparison of speed differences of standard bicycle ande-bicycle(km/h)

Free travel speed

2. Free bicycle travel speed
We defined free travel speed as cycling speed that is
not affected by road width, traffic volume, traffic
signals, or other factors. Then, using NILIM’s test
course (approximately 6.1 km for one circuit), we
conducted an actual cycling study using a standard
bicycle for casual riding and an electric power-assisted
bicycle (hereafter “e-bicycle”). The results showed
that, while the e-bicycle was faster than the standard
bicycle in terms of average free travel speed, theirmaximum speeds were the same (Figure 1).
Moreover, we found that the faster a person cycles on
the standard bicycle, the more the speed difference
between the standard bicycle and the e-bicycle
narrows (Figure 2). In addition, although we foundsome differences in free travel speed due to genderand age, these differences were not significant.

40
35
30
25
20
15
10
5
0

20

Average
公道における
travel speed on
public road

16.7 (km/h)

18.5 (km/h)

Of this, people who
内,公道調査にparticipated in the
public road study
参加された方16.5 (km/h)

19.7 (km/h)

Symbols
凡例Standard
bicycle
軽快車

5

10

15

E-bicycle
アシスト車

9.6 (km/h)

In the public road study, nine people rode astandard bicycle twice and three peoplerode an e-bicycle once. In the test course
study, 10 people rode both a standard
bicycle and e-bicycle once each.

E-bicycle
アシスト 車5Standard

9.6 (km/h)

平均旅行速度

10

軽快車
bicycle平均自由旅行速度
speed

Average free travel15

20 (km/h)

Public road travel speed (including
waiting at traffic signals)

Fig. 3: Comparison of travel speed and free travel speed on public
roads
30

N=120

N=53

N=96

N=35

N=314

Bicyclelane

Sidewalk for use bybicycles/pedestrians

25
Travel speed

1. Introduction
Bicycle travel speed is seen as a promising indicatorfor studies of bicycle network plans aimed atpromoting bicycle use and securing safe cycling
spaces.
While studies of spot speed are available in existing
research, there are few studies on long-distance travel
speed. In this paper, we present an interim report fora study of travel speed during cycling on flat roads of
5 to 6 km in length.

(km/h)

20
15
10
5
0

*Analysis based on standard bicycle data
Free travel
speed

Vehiclelane

Narrow
streetFig. 4: Relationship between travel space and bicycle travel speed

● Research Trends and Results

Development of Transportation Route Analysis Tool for
Container Cargoes Using the Sacrifice ModelPort Systems Division, Port and Harbor Department
IYAMA Shigeru, Senior Research Officer
WATANABE Tomohiro, Head of Division(Keywords) Container cargo, transportation route, sacrifice model
the time value distribution so that cargo operators
could select a route consistent with actual cargotransportation data that can be ascertained from theContainer Cargo Movement Survey (2008, MLIT).
Figure 2 shows the result of a simulation ofcargoes handled by different ports based on theestimated time value distribution. Although there issome discrepancy (for example, the simulation for
Ise Bay is smaller than the actual value while that for
Hanshin Port is larger), the trends in volumes
handled are generally well reproduced, including
other ports with smaller cargo handling volumes.

Actualvalue

tons/month

1. Introduction
When implementing effective measures andefficiently developing ports and harbors in future, itwill be vital to conduct quantitative verification andanalysis based on various environmental changes
surrounding international maritime container
distribution both in Japan and abroad (such as the
rapid economic growth mainly in Asian countries
and the designation of international strategic ports).
This paper summarizes the construction of amodel that will make it possible to analyze changes
in routes of international maritime container
distribution, and associated changes in transportation
cost, based on changes in the distribution
environment between Japan and principal regions.
2. Outline of the developed model
The model was constructed using the sacrificemodel, whereby cargo transportation time isconverted to a cash equivalent and the route with thesmallest sacrifice volume consisting of the twoelements of “time cost” and “transportation cost”(Eq.(1)) is selected.
Sr  Cr  Tr   ............................................. (1)Simulatedvalue

α12=(C2-C1)/(T1-T2)
α23=(C3-C2)/(T2-T3)

C2
C1
α12
P1
Probability
確率密度Ｐ
density P

P2

α23

Time
value α時間価値αTime
value distribution
時間価値の分布曲線

P３ curve

Appended
numbers 1,2,3…:※添え字１，２，３・・・
：ルート
Route

Figure 1. Result of time value estimation(Asian cargoes)
The three straight lines in Fig. 1 show the sacrifice
volume for each route expressed in Eq. (1). Theseshow that, when a cargo’s time value changes, theroute with the minimum sacrifice volume alsochanges. When constructing the model, we estimated

Naha

Shibushi

Shimizu

Hiroshima

IbarakiNiigata

Tomakomai

Sendai Shiogama

S3=C3+αT3

C3

Hanshin

S2=C2+αT2

Northern Kyushu

S1=C1+αT1

KeihinTotal sacrifice
総犠牲量Ｓ
volume S

Ise Bay

Sr: total sacrifice volume, Cr: cost, α: time value, Tr: time

Figure 2. Model simulation values for cargo handlingvolumes in principal ports
3. Use of the developed model in the Basic Policy
on Ports and Harbors
This model was used when estimating container
cargo volumes for principal ports in the Sept. 2011change to the Basic Policy on Ports & Harbors(Notification of the Minister of Land, Infrastructure
and Transport), based on the forecast of total cargoes
handled by Japanese ports under the import andexport cargo estimation model.
[Reference]
NILIM Technical Note No. 589, 2010

●A Case of Utilizing Results

Model Development to forecast port cargo volumes related
to the Basic Policy for Ports
WATANABE Tomihiro, Head
IYAMA, Shigeru, Senior Researcher
Port and Harbor Department, Port Systems Division(Key words) Basic Policy, port cargo, demand forecast, estimation model
1. Introduction
Regarding future plans for ports in Japan, under thePorts and Harbors Act, port managers enact port plans,
but the Minister of Land, Infrastructure, Transport andTourism has enacted the “Basic Policy for theDevelopment, Use and Maintenance of Ports andHarbors and Development of Sea Routes Designatedto be Developed and Maintained” (below called,“Basic Policy”) as a guideline which must be followed
to enact a port plan. It presents prospects for port
cargo volumes and container cargo volumes
throughout Japan for the next 10 to 15 years, andprospects for port cargo volumes formerly revised in
the autumn of 2004 were revised again in September
2011. A prediction model developed by the NILIM
was used for this calculation. An outline of this model
follows.
2. Outline of the Export/Import Port Cargo
Volume Estimation Model
The Export/Import Port Cargo Volume Estimation
Model is a model which is divided into the Value ofTrade Prediction Block, which estimates the value of
trade with major countries and regions of the world,
beginning with Japan, and the Port Cargo Volume
Calculation Block, which calculates port cargovolumes and container cargo volumes based on thevalue of trade which has been estimated, with, as its
purpose, estimating the port cargo volume and thecontainer cargo volume shipped from or to Japan(see Fig. 1).
The Value of Trade Prediction Block consists of the[1] Manufactured product price prediction sub-modelthat predicts future manufactured product prices foreach country or region considering future change ofindustrial structure, [2] Trade coefficient prediction
sub-model that estimates how much of the
manufactured goods which each industry in eachcountry or region needs will be procured from whichcountry or region, and [3] Export/import value
prediction sub-model that predicts future value of
trade with each country or region, and value of tradeby marine transport based on the future final demandby each country or industry. And the Import/Export
Port Cargo Volume Calculation Block calculates theport cargo volume and container cargo volume basedon value of marine trade, and calculates the future port
cargo volume and container cargo volume which will
be shipped to or from Japan in the future.
Export/Import Port Cargo Volume Estimation Model (Predicts Cargo Volume for all Ports in Japan)

Premises etc.

Social economic frame(GDP, population, FTA, structure of industry,exchange rates etc.)

Value of Trade Prediction Block

Development of port policies(Strategic International Container
port, etc.)

Objective countries or regions, industrial
category[1] Manufactured product price prediction sub-model: predicts manufactured product prices consideringchange of industrial structure by product, capital and labor etc. prices in each country[2] Trade coefficient prediction sub-model: calculates purchased goods price with transport cost andcustoms tax added to manufactured product price considering exchange rates and predicts ratio of countries
or regions of procurement by product (trade coefficient).
[3] Export/import value prediction sub-model: predicts value of trade between countries and regions
according to the future final demand or trade coefficient based upon the GDP growth rate of each country or
region.
Value of trade between countries and regions by industry(marine/air transport)

Import/export port cargo volume calculation block
Import/export port cargo volume (containers, bulk)
Import/export container cargo volume, estimationof number of containers

1. Weight – value conversion rate
2. Price/quantity (tons) conversion rate
3. Containerization rate/tons/TEU
4. Empty container rate

Port cargo volume/container cargo volume shipped from/to Japan

Domestic port selection model for international
container cargoes (Container cargo volume
estimation model by major port)

Transshipped container cargo calculation model• Predicts quantity of transshipped container
cargoes in Japanese ports

Volume of container cargo handled by major port in Japan

Figure 1. Configuration of the Export/Import Port
Cargo Volume Estimation Model
3. Application of the Development Model to the
Basic Policy
To estimate the predicted port cargo volumes in the
Basic Policy which was revised in September 2011
based on the above Export/Import Port Cargo Volume
Estimation Model, export-import port cargo volume
and foreign trade container cargo volume for 2020 and
2025 were estimated and applied in accordance withvarious scenario settings including future GDP,
exchange rates etc. set by the Ports and Harbors
Bureau. And to study prospects for port cargo volumesof the Basic Policy, transshipped containers fromoverseas which were transshipped in a port in Japan
entered with dotted lines in Figure 1 were added at thesame time as container cargo volume was predicted bymajor port in Japan to calculate the future container
cargo volume by major port.

●A Case of Utilizing Results[Reference]
・ NILIM Report No. 49, Model Development on
Estimating Import and Export Port Cargo Volume
considering the International Trading andIndustrial Structure, December 2011
・ Ministry of Land, Infrastructure, Transport andTourism; Basic Policy for the Development, Useand Maintenance of Ports and Harbors andDevelopment of Sea Routes Designated to be
Developed and Maintained, September 2011.

● Research Trends and Results

Proposal for Port Entry Operation to Increase Port
Entry Draft of Bulk CarriersPort Planning Division Port and Harbor Department
AKAKURA Yasuhiro, Head of Division (Dr.Eng.)(Keywords) Tidal level, UKC, fairway depth, maximum draft, J-Fairway
1. Current status of tidal level use
Bulk carriers and other large vessels normally use
tidal levels when entering and leaving ports. Thismethod means waiting for tides, but enables vessels
to enter and leave port with a larger draft. Fig. 1
shows the relationship between fairway depth andmaximum draft; the fairway depth added to the tidal
level is equal to the maximum draft added to the
UKC (Under Keel Clearance). In Australia, USA,
Netherlands and other countries, UKC is managed
by consulting weather and sea condition forecasts;
this system makes effective use of tidal levels whenvessels enter and leave port. In Japan, on the other
hand, port entry operation is fixed; UKC is required
to be about 10% of the maximum draft irrespectiveof weather or sea conditions.

3. Confirmation of effectiveness
Table 1 confirms the effectiveness of port entry
operation using J-Fairway, based on the largest classof bulk carrier conceivable under present
circumstances in five ports (selected frominternational bulk strategy ports). Compared toconventional fixed operation, the port entry draft
increased by the “UKC difference”, making it
possible to increase the cargo by about 3% of totalload capacity. When using the same draft but
reducing the tide waiting time, it was confirmed thatthe fairway navigable time was vastly increased.
Using J-Fairway for port entry operation allows
operators to make effective use of existing facilities.
As such, it is hoped that positive changes tooperational standards will be considered in each port.
Table 1. Results of case studies(2 weeks in June 2011)

Tidal
level
潮位
Standard
基準水面
water surface
Fairwaydepth
航路水深Maximum

最大喫水
draft

港湾
Port

（cm）

Onahama
小名浜

34

Kashima
鹿島

60

Kisarazu
木更津

55

Nagoya名古屋

37

Shibushi
志布志

35

UKC

Figure 1. Relationship between fairway depth andmaximum draft
2. Port entry operation using J-Fairway
J-Fairway is a program for Class 2 verification of
fairway dimensions included in the 2007 amendment
to “Technical Standards and Commentaries for Portand Harbour Facilities in Japan”. It can calculate therequired fairway width and depth to suit various
vessel types, weather and sea conditions. Fairway
design is computed using the port entry limits forweather and sea conditions. However, in a normal
navigational environment in calm waters, therequired fairway depth is smaller than the port entry
limit conditions. Thus, if the required UKC whennavigating the fairway can be calculated in advanceby using predictions for waves and tidal level, it will
be possible to navigate with a larger draft without
losing navigational safety. As an alternative option,
the tide waiting time can also be reduced.

UKC
UKC
difference
水深差
(cm)

追積可能
航行可能時間率
Navigable time ratio
Increase in(average daily ratio)
cargo
トン数
（日当たり平均時間）
tonnage (MT)（MT）
UKC10% J-Fairway
14.0%
59.8%
2,500
(3.4)
(14.4)
56.5%
91.4%
9,000
(13.6)(21.9)
83.0%
96.1%
11,200(19.9)(23.1)
77.7%
90.5%
2,400
(18.6)(21.7)
43.8%
71.4%
2,300
(10.5)(17.1)[Reference]
Transport Policy Studies’ Review Vol.15, No. 1
NILIM Research Reports No. 47

●A Case of Utilizing Results

Launch of a Download Site for the Calculation
Program for Fairway Dimensions, “J-Fairway”
Port Planning Division, Port and Harbor Department
AKAKURA Yasuhiro, Head of Division (Dr.Eng.)(Keywords) Fairway, width, depth, J-Fairway
1. Calculation Program for Fairway Dimensions
The 2007 amendment to “Technical Standards andCommentaries for Port and Harbour Facilities inJapan” prescribes a Class 2 verification method of
fairway dimensions. This is a design method thattakes account of the performance of vessels andother factors as concretely as possible when it ispossible to specify the design vessel and thenavigational environment. At the same time as thedesign method, the Japan Institute of Navigation and
NILIM have now developed the calculation program
J-Fairway for the benefit of designers.
2. Studies by PIANC
In its WG49 “Horizontal and vertical dimensionsof fairways”, the international navigation congress
PIANC has discussed methods of calculating
fairway dimensions on numerous occasions since2005. In particular, Japan’s new design method has
been highly praised, and is due to be included in the
final report.

3. Launch of download site
To make J-Fairway easily accessible by anyone
wishing to use it, PIANC WG49 has requested theoperation of download site. Therefore, with theassistance of the Technological Information Divisionof the Administrative Coordination Department, adownload site has been launched on the NILIM web
site. Even though the final report of PIANC WG49
has not yet been published, J-Fairway was
downloaded 55 times by users in Japan and abroad
between the start of operation in October and the endof the year. Designers are encouraged to makepositive use of this program when planning fairway
dimensions.
[Reference]
http://www.ysk.nilim.go.jp/kakubu/kouwan/keikaku/J-Fairway-e.htm

●Research Trends and Results

Analysis of international air passenger flow in Asiaand study of improvement of air travel demandpredictions
Airport Department
INOUE Gaku, Senior Researcher
Airport Department, Airport Planning Division
NIU Kiyoteru, Head(Key words) International air passenger transport, air travel demand predictions, OFOD statistics, quantitative timeseries analysis
1. Introduction
The International Civil Aviation Authority (ICAO)
predicts that between 2005 and 2025, air passenger
volume in the Asia-Pacific Region will approximately
triple (annual average + 5.8%). Such an abrupt changeof the air travel market will have a big impact on
Japan’s aviation and airport policies. There is no air
travel demand prediction method that expressly
incorporates such a changing trend. So (1) the flow ofinternational air passengers in Asia was organized andanalyzed, and at the same time, (2) the applicability ofthe quantitative time series analysis method wasstudied as part as basic research to improve air travel
demand predictions.
2. Flow of international air passengers in Asia
Between 2000 and 2008, the basic structure ofinternational air route network in Asia did not change,
but overall the density of the route network was seen
to increase. It confirmed that the density of the
network of routes originating in China or Korea inparticular increased remarkably (see Figure on right).
Cluster analysis etc. has quantitatively shown thatmany of routes on which demand has increased
remarkably originate in China, India, Vietnam, andMongolia, which have seen spectacular economic
growth in recent years.
3. Applicability of quantitative time series analysis
methods to the prediction of air travel demand
The quantitative time series analysis method, which
permits analysis based on data which can be obtained
relatively easily, is already applied in a wide range offields such as economics and finance. Of these, theapplicability of an autoregressive moving averagemodel (SARIMA) which can consider seasonal
fluctuations, to predicting air travel demand wasstudied, reaching the following conclusions.

2000

2008

Notes:
Thickest lines: 1 million passengers/year or more
Thick lines: 500,000 passengers/year or moreThin line: 10,000 passengers/year or more

Figure. Changes of the International Air RouteNetwork in Asia (Korea)(1) A time series analysis method can be effective forshort term predictions (about 5 years) of domestic orinternational air travel passenger demand, which canbe analyzed by a differential series.
(2) For a long-term prediction based on a prediction
period of 5 to 10 years or longer, the hypothesized
section prediction is broad and it is difficult to directly
apply this method at the present time.
4. Conclusion
Based on recently organized time series data andknowledge obtained, we wish to specify all factors
which will have a great impact on the international air
travel market in the future, and clarify the impact on
Japan’s international air travel passenger and cargoflows. And a study will be performed of a model
which can consider changes in the state of demandprediction methods to have a great impact on air travel
demand trends.
[Reference]
Technical Note of National Institute for Land andInfrastructure Management, Nos. 643 and 652.

●Research Trends and Results

Characteristics of passenger flows departing from local
airports
UCHIKADO Mitsuteru, Researcher
Airport Department, Airport Terminal Division(Key Words) Local airports, Promotion of the Airport, Characteristics of Airport Passenger, Passenger Large flows
1. Introduction
In Japan’s local airports, a paradigm shift fromprovision to operation or from construction to
improvement and promotion of airports is occurring. It is
increasingly necessary to improve and use airports
corresponding to the characteristics to achieve new goalsof promoting tourism and stimulating the regions in the
future. We have performed a questionnaire survey at
Fukuoka, Oita, Kumamoto, Miyazaki, Hiroshima,
Takamatsu and Matsuyama airports in Kyushu and theSeto Inland Sea District to clarify flows of large areas
which cannot be grasped by the existing survey. In thisstudy we analyze the results and clarify the characteristicsof the passenger flows. We also suggest survey methods
which will be used when planning to reform and use thelocal airports.
2. Characteristics of air passengers
The results of analyzing the characteristics of passenger
flows departing from local airports based on the results of
the questionnaire survey show that the characteristics ofpassengers differ according to airport and purpose of
travel. (Fig. 1)
Sightseeing purpose

Hiroshima Airport
島根県
‧Many
travel in packages including
広島空港
sightseeing.
岡山県・観光付きパッケージ旅行が多い‧Many
use reserved busses.

・貸切バスの利用が多い

Takamatsu Airport
高松空港
‧Many
use rented cars.

・レンタカ-の利用が多い

Fukuoka Airport
福岡空港
‧Many
use trains.

徳島県

・鉄道の利用が多い
Matsuyama
Airport
高知県
松山空港
‧Many
use trains.

・鉄道の利用が多い

佐賀県[Legend]［凡例］

Oita
Airport
大分空港‧Many travel on free plan type packages.
・フリープラン型パッケージ旅行が多い‧Many
use rented cars.

[Mainly travel inside prefecture
県内移動が主(レンタカｰ等)(rentedcars, etc.)

・レンタカ－の利用が多い

長崎県

A)
Strengthening physical networks
Ａ）物理的なネットワーク強化B) Strengthening transportation networksＢ）交通ネットワークの強化(Setting
wide area regularly scheduledsightseeing
busses)（広域定期観光バスなどの設定）
鳥取県
島根県

C)
Strengthening software (travel goods)
Ｃ）ソフト（旅行商品）によるネット
based networks (Round-trip airplane tickets +ワークの強化（往復航空券＋レンタ
leavinga rental-car at another branch)
カ－の乗捨て）D)
Strengthening networks based on
information
provision (preparing excursion
Ｄ）情報提供によるネットワーク強化
route maps, transmitting information)

岡山県

高松空港
山口県

福岡空港

徳島県

松山空港
高知県

佐賀県
長崎県

大分空港

C) Strengthening networks based on software (travelＣ）ソフト（旅行商品）によるネットワークの強化
products)
linkedto Seto Inland Sea region.
瀬戸内地域における連携

熊本空港

鹿児島県

宮崎空港

A) Strengthening physical networks
Ａ）物理的ネットワークの強化C)
Strengthening networks based on software (travel
products)Ｃ）ソフト（旅行商品）によるネットワーク強化

Figure 2. Directions in Promotion and Linkage Policies(Sightseeing Purposes)

This survey
今回の調査

Mainlytravel outside prefecture
県外移動が主(base
type/rental cars etc（拠点型／レンタカー等）

Kumamoto Airport
熊本空港
‧Many
use rented cars

岡山空港

広島空港

（周遊ルートマップ作成，情報発信）

4. Proposal of the questionnaire survey method toenact promotion policies
In the future, plans for the use of local airports must be
prepared based on the clarification and analysis ofbehavior characteristics at each airport and in each region.
Figure 3 shows the required survey flow.

鳥取県

山口県

3. Directions of promotion and linkage policies for each
airportBecause the form of travel by passengers and the range ofpassenger flows vary according to airport, policies
governing promotion and linkage policies also differ in thisway. Figure 2 positions the directions of promotion policies
for the purpose of sightseeing, which reveal thecharacteristics of wide-area flow transcending prefecturalborders in particular.

Questionnaireアンケートsurvey etc.
調査等

Clarifying
変遷のchange把握・レンタカ－の利用が多い
Mainlytravel outside prefecture
県外移動が主(base
type/reserved busses)（拠点型／貸切バス）

鹿児島県

Clarifying behavior
セグメント別characteristics bysegment
行動特性の把握

Mainly travel outside prefecture
県外移動が主（別空港利用）(separate
airport use)

MiyazakiAirport
宮崎空港‧Many travel on free plan type packages.
・フリープラン型パッケージ旅行が多い‧Many
use private automobiles

・乗用車の利用が多い

セグメント
別ニーズ
の把握

広域流動
の把握

(Business purposes)
山口県

Clarifying needs bysegment

Clarifying wide
area flow

Hiroshima Prefecture
広島空港
‧Many
use島根県high speed/fixed routebusses.
・高速/路線バス利用が多い岡山県

Setting of
コンセプト
conceptsの設定

Takamatsu Airport
高松空港
‧Many
use private automobiles

・乗用車利用が多い
徳島県

Fukuoka
Airport
福岡空港‧Many use trains.

Clarifying
セグメント別evaluation by
segment
評価の把握

・鉄道の利用が多い
Matsuyama Airport
松山空港
高知県‧Many use
trains.

・鉄道の利用が多い

佐賀県

連携方策
の設定

Setting of linkage
policies

Setting of usage
利活用方策
policiesの設定

Oita Airport
大分空港
‧Many
use private automobiles

・乗用車の利用が多い

長崎県

Kumamoto Airport
熊本空港
‧Many
use private automobiles

・乗用車の利用が多い

Figure 3. Proposed Survey Flow

Miyazaki Airport
宮崎空港
‧Many
use private automobiles
鹿児島県

・乗用車の利用が多い

Figure 1. Behavior Characteristics of Travelers(Sightseeing purposes, business purposes)

5. Conclusions
In the future, it will be even more important tostrengthen networks spanning prefectural borders. So
when setting and implementing promotion policies, it will
be necessary to link regional governments and parties

●Research Trends and Results
concerned with airports.
[Reference]○ Technical Note of National Institute for Land andInfrastructure Management, No. 242, No. 374

TOPICS

The Impact of the Great East Japan
Earthquake Disaster on Ship Movements

Port Planning Division, Port and Harbor Department
SEMA Motohiro, Researcher
ANDO Kazuya, Research Officer(Keywords) Great East Japan Earthquake Disaster, ship movements, AIS data, ship calling data

2. Impact on ship movements
Firstly, we used AIS data to glean general trends
in the impact on ship movements. Fig. 1 shows
year-on-year change in total monthly transits byships through the three main bays (Tokyo Bay, Ise
Bay and Osaka Bay), organized by ship type(January = 1.00). The year-on-year decline by pure
car carriers after the disaster is particularly stark; thisis thought to result from reduced production offinished vehicles owing to the disaster. A sharp
decrease was seen even in general cargo ships in
April. Tankers, on the other hand, increased from
April onwards. This is thought to be because output
by refineries in western Japan was increased to fill
the gap caused by damage to refineries in Tokyo Bay
and on the Pacific coast of Tohoku due to thedisaster.
As well as this, we used ship calling data toascertain in greater detail the state of damaged ports(from Hachinohe to Kagoshima) as compared toports on the Japan Sea side (from the Japan Sea sideof Tohoku to the Hokuriku region). Fig. 2 shows theaggregated ship calling frequency of full container
ships, bulk carriers and general cargo ships by month,
as well as trends in these.

対前年同月比(1月=1.0)

Year-on-year comparison by month (Jan. = 1.0)

1.4Full container ships
Bulk carriers●：フルコンテナ船□：バルクキャリア
Tankers
General cargo ships
Pure car carriers◇：一般貨物船▲：自動車専用船▼：タンカー

1.2
1
0.8
0.6

Jan.
1月

Feb.
2月

Mar.
Apr.
3月
4月
2011
2011年

May
5月

Jun
6月

Figure 1. Year-on-year change in total monthlytransits through the three main bays
200
Ship calling
frequency
寄港回数

1. Introduction
The Great East Japan Earthquake Disaster ofMarch 11th, 2011, caused immense damage to port
and harbor facilities, particularly in the Pacific coast
regions of eastern Japan. Moreover, the accidental
release of radioactive substances following a fire at
TEPCO’s Fukushima No. 1 nuclear power plant had
a major impact on the international cargo flow andship calling of Japan. We therefore organized AIS
data and LLI ship calling data to discover the impactof the disaster on ship movements.
Here, AIS data are data observed from signals(vessel name, positional information, etc.)
transmitted by the Automatic Identification System,
which ships above a certain scale are obliged tocarry.

Full container ships●：フルコンテナ船(damaged ports)（被災港湾）
Full container ships○：フルコンテナ船(Japan Sea ports)（日本海側港湾）
Bulk carriers (damaged■：バルクキャリア
ports)（被災港湾）
Bulk carriers (Japan Sea□：バルクキャリア
ports)（日本海側港湾）
General cargo ships◆：一般貨物船(damaged ports)（被災港湾）
General cargo ships◇：一般貨物船(Japan Sea ports)（日本海側港湾）

150
100
50
0

Jan.
1月

Feb.
2月

Mar.
3月
2011
2011年

Apr.
4月

Figure 2. Trends in ship calling frequency
This study confirmed that, while the ship calling
frequency in damaged ports decreased after thedisaster, it increased in Japan Sea ports, particularly
among full container ships, and that therefore theJapan Sea ports served as substitutes for thefunctions of damaged ports.
[Reference]
NILIM Technical Note No. 649
http://www.nilim.go.jp/lab/bcg/siryou/tnn/tnn0649.
htm

TOPICS

State of Damage and Recovery ofDistribution and Industry in Port Cities
Following the Great East Japan Earthquake

Port and Harbor Department
SHIBASAKI Ryuichi (Dr.Eng.), Senior Researcher(Keywords) Great East Japan Earthquake, port cities, distribution and industry
The tsunami caused by last year’s Great East
Japan Earthquake claimed a terrible toll of humanlife and property, but also destroyed factories,
offices and other commercial facilities, causing
immense disruption to corporate production anddistribution. But since damage to private companies
and their recovery processes in such events
essentially fall into the category of private activity,
they are less likely to be recorded in the publicdomain compared to cases involving public
infrastructure. This tends to be true even when
corporate surveys and similar studies are conducted.
Therefore, based on publicly disclosed
information in the form of newspaper articles(national, regional and specialist newspapers) andstatistical data including trade statistics, weenumerated the damage suffered by companies ineach port city and industrial sector and examined
their recovery processes (focusing on manufacturingindustries and power stations). Enumerating thesedata enables us to ascertain a number of matters,

including (1) the relationship between groundconditions, inundation depth and other factors
resulting from a company’s geographical locationand its damage and recovery process, and (2) the
characteristics of damage and recovery processes indifferent sectors.
For example, on examining the relationshipbetween the inundation depth of disaster-hit factories
and the number of days needed for a complete
recovery, the observed tendency was that a fullrecovery takes at least 100 days if the inundation
depth is more than 2 meters. On the other hand, insome cases when the inundation depth was less than
2 meters, a recovery had been made one month after
the disaster.
Repeating this kind of investigation should makeit possible to use the enumerated results as basic datawhen discussing disaster prevention measures thatreflect the impact on corporate activities in future.
The details of this study are currently being preparedin the form of a NILIM Technical Note.

●Research Trends and Results
Development of a new model capable of calculating the spatial
distribution of age of seawater which has entered a river mouth
AMANO Kunihiko (Phd(Eng)), HeadONUMA Katsuhiro, Senior Researcher
ENDO Maremi, Researcher
Environment Department, River Environment Division(Key words) Riverine Estuary, retention time, age, water quality analysis
1. Introduction
Riverine
estuaries
havecomplexwater
environments where fresh water from the river andseawater are mixed in various proportions both intemporally and spatially. This research is intended tosupport water quality and ecosystem preservationplans for riverine estuaries by clarifying themechanism which produces oxygen deficient water
masses in the bottom layers and various other water
quality phenomena which are problems for riverine
estuaries by developing a new model1) which can beused to quantitatively evaluate the elapsed time (age)after sea water flows into the riverine estuaries.

c i
c i
c i
c i
w
u
v
y
z
t
x



  c i    c i   
c i 


AH
AH
KH
x 
x  y z 
y  z 

C 1 inC 2 inCn in

C 1 C 2  Cn

C   Ci

C 1 out
C 2 out
Cn outFigure 1. Salinity Mass Balance Equation andSalinity Fractionation
2.0

3.0

4.0

5.0

河口からの距離(m)Distance fromriver mouth (m)(days)
30

25 20

15

10

5

Water depth (m)2. Age calculation model
Normal numerical analysis of salinity in riverine
estuaries and inner bays calculates the mass balance ofsalinity for each grid. This process is expressed interms of advection and diffusion. Necessary values forthis calculation such as flow velocity and diffusion
coefficients are given from a hydrodynamic model
which analyzes the temporal and spatial distribution of
flow. The mass balance equation based on advection
and diffusion is shown in Figure 1, but if the flow
velocities and diffusion coefficients are given by thehydrodynamics model, the only unknown variable isthe salinity C, so the equation in the Figure 1 can betreated as a linear equation. Thus, even if thecalculation is done treating the fractionated salinity by
the time each flowed into the river mouth as separate
variables, when these are totaled, the value is identicalto the concentration calculated in the ordinary way
without fractionating the salinity.
If the salinity is fractionated by the time it flowedfrom the sea through the lateral section of theboundary between the ocean and the river into theriver channel, it is possible to obtain the concentration
and age for each of the fractionated salinities, so theaverage age of the existing salinity can be computedfor each calculation grid set in the riverine estuaries.
Figure 2 shows the salinity at the river mouth andthe average age after flow into the river mouth invertically two-dimensional distribution, revealing thatthe age is longer on the upstream side.

Fractionated model
分画モデル

水
深

(m)

(psu)

Figure 2. Average Age (Days) of the Salinity and theSalinity (psu)
3. Conclusion
The elapsed time (age) of the water mass plays animportant role in the fluctuation of water quality in ariverine estuaries. Our new model can quantitatively
evaluate this, permitting the clarification of themechanisms of water quality fluctuation in such areas.
[Reference]
1) Amano et al.: Numerical analysis of environmental
effects on the retention time of sea water in riverine
estuaries, Journal of the Japan Society of Civil
Engineers G (Environment), v. 6, n 7, 2011.

●Research Trends and Results

Analysis of conditions for growth of vegetation inestuaries and application of the results
AMANO Kunihiko (Phd(Eng)), HeadONUMA Katsuhiro, Senior Researcher
ENDO Maremi, Researcher
Environment Department, River Environment Division(Key words)estuaries, vegetation, ground level, tides, average submersion depth

2. Relationship between vegetation, ground level,
and average submersion depth
We have investigated the Natori River, Ibi River,
Yodo River, Ota River (Ota River Floodway) Yoshino
River, and Chikugo River, all with differingcharacteristic such as the scale of their tides. Based on
the results of topographical surveys (grid point
surveying at 50m intervals and vegetation boundaryline surveying) and vegetation surveys carried out by
various local management offices in 2009, elevationand vegetation data were organized in 10m meshes byinterpolation using GIS to analyze their mutualinterrelationships. We have normalized the elevation
using the equation defined below.

Reference document 1) shows the results of ananalysis for each community in each river. We defined
the mean submersion depth as the value obtained by
dividing the total depth of submersions through theyear at each ground level by the submersion time(∫(water level – ground level)dt/submerged time) ,analyzed the relation between the ground level relative
to tidal oscillation and the mean submersion depth ineach district surveyed, and plotted the ground levels at
which the reed communities begin to grow and atwhich their area of growth was largest (peak) in the
figure. (In case of the Natori River, the peak is notclear, so it is not plotted.). Although there is someNatoriRiver
YoshinoRiver

Ground level relative to tidal oscillation

1. Introduction
In riverine estuaries, halophytes, reeds and othervegetation which are characteristic of such areas growthickly, contributing to the formation of the ecosystem.
Clarifying conditions for the growth of these types ofvegetation will contribute to appropriate rivermanagement which considers the environment ofriverine estuaries.
This report introduces the results of researchintended to generalize preferences in reeds andhalophyte communities.

Ibi River

Yodo River

Ota River

Chikugo
River

Peak

Growth begins
Synodic meanhigh tide
Ground level
relative to tidal
oscillation

Synodic mean
low tide

Water
level
Mean submersion
depth

Mean submersion depth (cm)Figure Relationship of the Ground Levels where Reed
Communities begin to Grow and where they Peak with
the Mean Submersion Depth
scattering, excluding the Chikugo River where thetides oscillate greatly, growth began at mean
submersion depth of 40 to 70cm, and the vegetation
growth area peaked at between 15 and 30cm.
3. Utilization of the results
In the Ota River, the Chugoku Regional
Development Bureau constructed experimental tidal
flats for restoration with three types of cross section
shapes (completed in March 2010). At that time, it
was designed based on the results of a survey of theground level etc. of halophytes growing thickly in the
upstream part of the test area, and the area of growthof Artemisia fukudo and other halophilous plants aregradually expanding. As the above shows, theprogress of the research on conditions for the growthof vegetation can contribute to the appropriate river
improvement
and construction of tidal flats
considering the environment.
[Reference]
1) Onuma, Endo, Amano, Kishida: Distribution ofvegetation and analysis of its relationship with thetide level on shorelines of brackish water areas in●Research Trends and Results
rivers, Collected Reports on HydraulicEngineering, Vol. 55, 2011.
2) Onuma, Fujita, Mochizuki, Amano: Research on
the framework of river mouth tidal flat design andmanagement methods taking the discharge
channel on the Ota River as an example,
Collected Reports on River Technology, Volume
17, 2011.

●Research Trends and Results

Research on the effects of public works projects on city planningand community development from the viewpoint of landscape
ABE Takahiro (Dr. (Eng.)), Researcher
MATSUE Masahiko, Head
Environment Department, Landscape and Ecology Division(Key words) Public works project, landscape, effects, city planning, community development, classification, guideline
3. The future
1. Background/purpose of the research
Based on such a classification of effects, theThe Ministry of Land, Infrastructure, Transport andinterrelationships between effects and the landscapeTourism has expanded landscape policies in publiccreation methods which contribute to theworks projects since it promulgated the Beautiful
manifestation of effects will be analyzed to clarify theCountry Creation Policy in 2003. And city planners
effects manifestation process. And based on the results
are more strongly demanding the creation ofof such analysis, the guideline for use by fieldlandscapes by public works projects, which effecttechnologists implementing public works projects willregional landscape and city planning.
be prepared.
But under past landscape policies, sufficientknowledge was not accumulated to answer thequestion; “Through what kinds of initiatives andprocesses, are the effects on city planning andcommunity development of landscape creation by
public works projects made manifest?”, and it would
be difficult to state that the information which public
works project leaders can apply has been established.
Nogata Waterside of the Onga River (Nogata
Under such background circumstances, research
City, Fukuoka City)
Castle Road (Hikone City, Shiga Prefecture)
concerning the effects on city planning and
Photo 1. Examples of Landscape Creation Analyzed
community development of landscape creation by
Manifestation
Recognition
Social capital
EconomyEnvironment
public works projects is being undertaken to prepare Cause of method
Etc
the guideline, a compilation of knowledge and manifestation
information to be applied to create landscapes with Setting project
impact on city planning and community development, frameworkfor field technologists executing public works.
This research classifies the effects on local city
Method ofplanning and community development of landscape implementing
project
creation through public works projects based on
analysis of cases. Based on this, the interrelationships
between effects and the relationship between effects
and landscape creation methods are analyzed to clarify
the effects manifestation process. The guideline will
be prepared based on the results of these analyses.
Achievements
This report describes the classification of the landscape of the project
creation effects prepared based on past analysis.
2. Classification of landscape creation effects
In order to clarify the effects on local city planningand community development of landscape creation by
public works projects, 13 landscape creation projects
were analyzed to clarify 30 landscape creation effects.
Figure 1. Classification of Effects of Landscape
These landscape creation effects are classified by,
Creationas shown in Figure 1, focusing on “way effects are[Reference]
manifested” (axis of abscissas) and “cause of
T. Abe, M. Matsue, H. Fukushima: Research on the
manifestation of effects” (axis of ordinate), setting
effects of public works projects on city planning andfour items “social capital”, “environment”, “economy”,
community development from the viewpoint ofand “recognition”, and setting three detailed items,
landscape, Collected Research on Landscape and Design“setting project framework”, “project implementationof the Japan Society of Civil Engineers, Vol. 7, 2011
method”, and “achievements of project”.
People’s awareness

People’s action

Methods/organizations/systems

Increasing residents
concern with the city

Starting city planninggroups (NPO,discussion committees)

Recognizing
importance of residents’sharing roles

Environment/space/city
structure

Activities

Scenic actualization of
the city structure

Restoring and using
traditional technologies

Conserving/creating
regional symbols

Expanding developed
technologies into otherprojects

Preferences

Discovering and conserving
regional resources(history/culture)

Establishing links between
concerned people(administrative bodies, local
associations)

Deepening residents’
individual understandingof city planning

Building systems topromote formation oflandscapes

Expanding administrativeplans (landscape planning,
etc.)

Recognition of residents
concerning close links
between landscapes andliving environments

Deepening residents’
understanding of
concrete images ofgood landscapes

Sharing directions andspecific images of city
planning amongresidents

Increasing opportunities
for residents toindividually create
landscapes
Sprouting of residents’awareness of otherpurposes

Improving awareness ofcommunity amongresidents

Participation ofresidents in city
planning

Stimulating residential
activities (events etc.)

Increasing use by local
residents

Improving local
landscapes
Expanding landscape
improvements into thesurrounding region

Expanding landscapecreation projects into
other regions and other
cities
Improving excursion
properties of the city
(creating new lines of
motion)Stimulation ofcommercial/industrial
activities

Improving the value ofthe city’s brand

Increasing exposurein mass media

Increasing number of visitors

Receiving awards
such as design
awards

●Research Trends and Results

Application of membrane utilization technology tosewage systems
OGOSHI Masashi, Head
FUJII Tsuyako, Researcher
NISHIMURA Shunsuke, Researcher
IGUCHIHitoshi, Guest Research Engineer
Water Quality Control Department, Wastewater and Sludge Management Division(Key words) Maintenance, international standardization, membrane, membrane cleaning, MBR
1. Introduction
Since the development of reverse osmosis
membranes in the United States in the early 1960s,
research has been conducted to develop a variety ofkinds of membranes and to apply separation
technologies using membranes, and at this time, they
are used in a wide range of fields including
manufacturing industries, medical treatment, water
treatment and so on. In the sewage and wastewater
treatment fields in Japan, the first treatment systemusing membranes was introduced in 1988 at a night
soil treatment plant in Gojome Town in Akita
Prefecture. Its application in sewage systems was alittle delayed until, in 2005, the public sewage final
treatment plant in Fukusaki Town in Hyogo Prefecture
was constructed applying a Membrane Bioreactor *1(below called, “MBR”). Since then, the number of
MBR constructed has increased, with a total of 17
plants (including one provisional facility and one
verification trial plant) in operation as of January 2012,
and the increase in the use of the method will speed up
in the future.
2. Intention to apply the technology to sewage
systems
MBR, which has become the international standard
method of applying membrane utilization technology
to sewage systems, is counted on to play the new roleof creating water reuse/use networks intended toestablish sound water cycles, and to add this role tothe original roles of sewage systems, which are
ensuring public hygiene and preserving public use
water areas. This is a result of the fact that in addition
to the ability of MBR to almost completely remove
suspended solids and bacteria etc. from sewage, itremoves viruses far more effectively thanconventional treatment methods, and that it makes it
easy to transform an existing facility into an advanced
treatment facility.
3. Initiatives taken as part of this research
The NILIM has taken action to expand its use byproviding technical support by, for example, making ageneral evaluation of MBR*1 and by enacting the
Guideline to Introduction of Membrane Treatment
Technology to Sewage Systems (First Edition, Second
Edition). At the present time, in order to prepare a
draft MBR maintenance standard, it is collecting
general data concerning facility operation andperforming field surveys and interviews, to clarify thechallenges
tomaintenance
and
to
study
countermeasures. Among these, it is preforming apriority survey of chemical cleaning of membranes,
which is the key to clarifying whether or not MBR
operation should be introduced, because performing
this more efficiently while consuming less power isvital. The results of a past survey*2, have confirmedthat differences between types of membrane andcleaning method etc. have impacts such as temporarily
lowering biological treatment functions. On the other
hand, it suggests that it is possible to reduce this
impact by improving the cleaning method, so in the
future, specific improvement measures will be studied.
4. International standardization trends
Seven years have passed since the start of activity topromote international standardization of MBR
technology by the EU, but at this time, there is no
surface movement to realize this. MBR has been
introduced not only into industrialized countries, but
into many other countries, and ISO standardization is
now considered to be important. Japan intends watch
trends in Europe while it promotes standardization incooperation with China and Korea, where the MBR
introduction environment is similar to Japan’s, and the
NILIM will, in order to participate in this, join acommittee formed by NEDO (New Energy andIndustrial Technology Development Organization).
[Reference]*1. NILIM web site, “Completion of the General Evaluationof MBR –Evaluation as a Method of Sewage Treatment
which can be Applied Nationwide—
http://www.mlit.go.jp/report/press/city13_hh_000100.html*2. Technical Note of the National Institute for Land andInfrastructure Management, No. 654, pp. 71-76.

●Research Trends and Results

Water utilization effects of rainwater andrecycled water
TORII Kenichi (PhD.), HeadTOYODA Tadahiro, Researcher
River Department, Water Management and Dam Division(Key words) Use of rainwater, closed system circulation method, impact during droughts
1. Introduction
Rainwater and recycled water can be positioned aswater sources which are part of the water cycle alongwith rivers. A quantitative evaluation of the effect ofwater use was performed to estimate future water
usage in order to ensure the balance of regional watersupply and demand, taking into account the fall ofdrainage caused by the decline of rainfall and watersaving measures taken during a drought
2. Estimates for recycled water and rainwater
The study was conducted in Fukuoka City, where
the use of rainwater and recycled water is promoted.
Rainwater reservoirs are installed in private homes
and there are systems installed in buildings and public
facilities. Recycled water is used in three ways. They
are, individual circulation, district circulation, andregional circulation. Individual circulation is a methodof reusing gray water by installing a recycling system
independently in buildings or other individual
facilities,for this study, we shall assume that it is usedin conjunction with rainwater. District circulation andregional circulation are methods to use reclaimed
water which was treated by sewage treatment facilities.
The Difference between them is the difference
between the uses of scale. In Fukuoka City, housing
rainwater is used along with individual circulationaccording to regional circulation. This study, and thequantity of water used is calculated considering thewater saving rate during droughts with reference tostatistical data.
3. Results of the estimation
It is hypothesized that circulation is the individual
method and the source is wastewater reused in thebuilding, but when a drought lowers the watersupplied to the building, also reducing wastewater, theamount of recycled water used will also fall. In thisstudy, processing of recycled water is assumed to bestably maintained as long as the water supply is notdepleted even during a drought, and its relationshipwith the amount of water usage was calculated. The
quantity of recycled water used for individual
circulation was estimated to be about 1.1% of all watersupplied in Fukuoka City. Figure 1 shows one
example of the calculation result. As a result of

utilizing individual circulation, the amount of thewater supply is usually less under normal
circumstances. Even during a drought, for part of therecycled water to supplement the decline in watersupply, high resistance to drought is a decrease inwater use within the facility will be gradual ascompared to normal use. In the future, it will benecessary to also increase the cost of facility
improvement, maintenance etc., so it will also benecessary to consider the cost balance of droughtdamage and facility cost etc., but it is assumed that
increasing the quantity of recycled water used could
increase resistance to droughts.
Total quantity used inside the3facility (m /day)
Quantity of recycledwater used
Quantity supplied to thewater system

No recycled
Recycled
water
water
100% supplied to the
public system

No recycled
water

Recycled
water

70% supplied to the
public system

No recycled
Recycled
water
water
30% supplied to the
public system

Figure 1. Example of Estimation of Quantity of
Recycled Water Used by Individual Circulating
In addition, the future quantity used was also
estimated based on rainwater use per detached houseand on regional circulation and future numbers offacilities1)2).
4. Conclusion
It was estimated that the effectiveness of water use
as a total quantity for all of the methods of use is only
a few percent. This evaluation is an evaluation fromthe perspective of water use, and multi-faceted
evaluations also considering flood control, theenvironment, etc., are expected to be even more
effective. And in light of the fact that new water
resource development is difficult, it is important to try
and expand from the existing form of water supply to
discover new utilization possibilities.
[Reference]
1) S. Mitsuishi et. al.: Study of water utilization
effectiveness of general purpose service water in●Research Trends and Results
Fukuoka City, Collected Papers on HydraulicEngineering, No. 65, March 2012.
2) K. Torii: Water utilization effects based on rainwaterand recycled water etc., Base statistical documents,
Construction Industry Survey Association, March 2012.

●Research Trends and Results

3D Landscape Simulation of Leveling Hills- New release of plug-in for visualizing changes of land shape KOBAYAHI Hideyuki, DR. Eng.
Research Coordinator for Housing Information System,
Research Center for Advanced Information Technology, NILIM(Key Words)
1. Background
Based on the latest version, 2.09, of the Landscape
Simulation System1) which was published March 14th,
2011, we developed a new plug-in (flow.dll) for
simulating change of landscape caused by leveling ofhills, which we released in December 16th, 2011.
After the Great East Japan Earthquake, theGeography Survey Institute elaborated lots of data,
which identify the areas inundated by the tsunami,
precise land shapes after the tectonic deformation (2mand 5m mesh DEM) and digital maps of objects whichclassify the buildings and infrastructure into 3 damagelevel categories. These accurate data, which are quite
useful for planning the reconstruction andrehabilitation, had been available only in themetropolitan areas before the disaster.

Shapes of a continuous bank or ditch can be alsomodeled by this plug-in, by defining the narrow andlong area to be leveled.
After testing this new plug-in by applying it toseveral actual land shape data, by normal andreasonable operations for modeling in a laboratory, it
was tested by unexpected operations performed byinnocent children who visited a festival held in our
institute (Nov.19).
However, they could easily understand how to
operate it to create flat land in a hilly area, and plottedhouses and facilities on the created land. Then aconventional ‘Walk-Through’ simulation or ‘Visible
Area Analysis’ was performed to check the views
from the created land open to the ocean, or views ofcreated slopes from the lower coastal land.

2. Usage of the plug-in to simulate Leveling of Hills
At first, users load the DEM data of the target area,
and convert them into the TIN model. On this land, thearea to be leveled will be defined through plotting thevertices of surrounding polygons in the orthogonalview. Also, the desired altitude of the area and gradingof cut & pile slopes can be numerically defined.
After clicking the ‘Execution’ button, the system
automatically calculates the cross-sections among land,
slopes and created flat land, and shows it in the main
window. If the result is not acceptable, the user canthen cancel the operation and readjust the parameters
before executing the calculation again.

3. Usage, application and further improvements
The new plug-in has been freely available since Dec.
16th from our website2). Anyone can attach it to themain system which is also freeware. Along with the
publicly delivered land-shape data, community-level
usage at affordable cost will be promoted. Planners ordesigners can also utilize this to create and edit the
precise shape of a planned complex on sloping landconsisting of house-lots at different levels.
Further improvements will be carried out on thedata assimilation between e.g. accurate 3D data of a
housing complex and the surrounding rough land
shape. Also, volumes of cut and piled soil will be
estimated through geometrical calculation.
In other related research, Augmented Reality
viewing of the modeled 3D data on site, using thetablets was achieved by the end of February 2012.
The permanent preservation of 3D data of lost houses
or designed future plans, including un-adopted ideal
ones, is another target of our research3).
[Reference]
1) “The Architecture of Landscape Simulation
System Ver.2.09, provided by MLIT”
Research Report of NILIM No.42, March 14,
2011.
2) http://sim.nilim.go.jp/MCS/flow/flow1.asp3) http://sim.nilim.go.jp/MCS/phi/phi.asp

Figure 1. Example, elaborated by a child at a
festival

●A Case of Utilizing Results

The Handbook of Historic Preservation
ABE Takahiro (PhD, (Eng.)), Researcher
MATSUE Masahiko, Head
Environment Department, Landscape and Ecology Division(Key words) historic preservation, handbook, collected cases, the Law on the Maintenance and Improvement ofHistoric Landscape in a Community, local plans for maintenance and improvement of historic landscape
1. Background and purposes
The Law on the Maintenance and Improvement ofHistoric Landscapes in a Community (also, “HistoricPreservation Law”) was enacted in May, 2008, to
promote historic preservation linked with city
planning administration and cultural properties
administration. As of December 6, 2011, 27 cities
throughout Japan had received approval for historicpreservation plans based on the Historic Preservation
Law, and have begun historic preservation projects
taking advantage of their own region’s history andculture.
To carry out a historic preservation project, it isvital to appropriately preserve, utilize and restore
buildings which are the major elements of historicalscenery in line with regional historical characteristics(Fig. 1). But many regional governments have neither
appointed employees with specialized technicalknowledge or skills, nor been given adequate
information concerning preservation, utilization, andrestoration procedures or methods which accord withconditions of buildings etc.
So in order to support initiatives taken by regional
governments to carry out historic preservation projects
and to appropriately enforce the Historic Preservation
Law, we have prepared the Handbook including
specific methods and implementation processes toimplement preservation, utilization, and restoration
suitable to each region’s historical characteristics ofbuildings etc. which contribute to maintenance andimprovement of their historic environment
accompanied by sample cases of advanced historicpreservation.
2. Outline of the Handbook (Draft)
Figure 2 shows the structure of the Handbook.
First, “1. Historic Preservation in Japan”, organizes
the genealogy of past measures related to historicpreservation in Japan, to organize the significance ofand problems with initiatives for historic preservation.
Next, “2. Perspectives and Investigation Methods”,
presents perspectives of and methods of investigating
the historical characteristics—origins of the town,
historical resources etc.—of the region, which are thepremise for historic preservation.
Then “3. Examples of Initiatives, Methods Etc. for
Historic Preservation” organizes historic preservation
initiatives and methods accompanied by specificexamples for each constituent element of historical

Temple/shrine
寺社地
land
並木

寺院
街道
水路

Samuraimansion
武家地
neighborhood

惣構
用水・惣溝

内堀

生垣等

屋敷

Castle
城郭

庭
三の丸

屋敷林

小路

Old town
町人地（商人町）(residential area)

天守閣

庭

櫓

二の丸

本丸

櫓門

大手門

石垣

町家

Samuraimansion
武家地
neighborhood

町並み

Old town

町人地（職人町）(residential area)

櫓

足軽長屋

橋梁
惣構
用水・惣溝

外堀

Figure 1. Major Constituent Elements of Historical
Scenery in a Castle Town
scenery.
3. Using the Handbook
The Handbook will be released as a Technical Noteof NILIM.
(http://www.nilim.go.jp/lab/ddg/seika.html)
The Handbook is counted on to support historicpreservation initiatives taken by regional governments.
1. City Planning Using History”
2. Perspectives and Investigation Methods
2-1. The start of Japan’s unique towns and the structure ofits cities
2-2. History of the transformation and change of towns up
to the present
2-3. Trends in regional planning and contents ofregulations and incentives
2-4. Organizing cultural properties and other historicalresources of a region
2-5. Setting directions for historic preservation based on
the regional context and resources
3. Examples of Initiatives, Methods Etc. for Historic
図２ 『歴史まちづくりの手引き（案）』の構成
Preservation
3-1. Using the structure of a city which is a historicalcharacteristic3-2. Repairing and restoring landmarks and symbols andensuring their visibility
3-3. Maintaining, preserving and restoring elements which
are resources for historic preservation.
3-4. Precautions concerning the harmony, forms, work
methods etc. of materials and structures to improve
the scenery
3-5. Preserving cultural bonds between the town and its
people: festivals and other unique regional events.

●A Case of Utilizing Results

Manual of the countermeasures for tree failure of street
trees
MATSUE Masahiko, HeadIIZUKA Yasuo, Senior Researcher
Environment Department, Landscape and Ecology Division(Key words) Street trees, lodging, degree of danger, diagnosis, maintenance
1. Introduction
Street trees, which can be lodged by typhoons orother strong winds, may block traffic or obstructpedestrians and in the past, have caused accidents
including personal injuries.
The Manual proposes diagnostic methods to clarify
structural tree trunk infirmities and treatment measures
to reduce danger in order to minimize the danger
posed by lodging of street trees.

necessary to eliminate or mitigate danger from trees
shown by a soundness inspection to be extremely
dangerous, considering their functions as street trees.

2. Outline of the Manual on Lodging
Countermeasures for Street trees
Lodging countermeasures for street trees are
implemented by the following procedure (Fig. 1).

3. Public announcement of results
The achievements have been announced inTechnical Note of the National Institute for Land andInfrastructure Management, No. 669.
The Manual is counted on to maintain healthy street
trees to contribute to the conservation of abundant
green living environments.
http://www.nilim.go.jp/lab/ddg/(Landscape andEcology Division)(5) Lodging verification inspection
When a street tree has caused an obstruction bylodging etc., after determining the cause of the lodging,
the suitability of tree soundness inspection or
improvement measures is verified.

(1) Preliminary diagnosis
The preliminary diagnosis is done to easily visuallyclarify any problems with the shape or vitality of trees,
tree trunk infirmities, etc. in order to identify
dangerous trees which require tree soundness
inspections or planting environment inspections fromamong the many trees along roadsides.
(2) Tree soundness inspections
Tree soundness inspections are
performed to clarify: [1] defective rootsystem elongation resulting from poor
growth of trees, [2] and the decline of
supporting strength caused by structuralinfirmities such as hollows or decay
caused by wood-rotting fungi intrudingfrom breaks in the bark on the tree trunk,
which are the major causes of lodging
during typhoons or other strong winds.
(3) Planting environment inspections
Planting
environment
inspections
include inspections of growing conditions
performed to clarify the planting ground,weather conditions, and state of support
poles or other supporting materials, andobstruction inspections which predict
obstructions which will be caused when astreet tree has actually lodged.
(4) Improvement measures
Improvement measures are measures

Preliminary diagnosis
By a simple diagnosis, clarify problems with the shapes or vitality of trees, tree trunk
infirmities, etc., identifying roadside trees which require tree soundness inspections orplanting environment inspections based on the results.
Abnormality or
infirmities found

Tree soundness inspection
Growing state inspection
Evaluation of state of growth of tree bytree shape inspection and vitality
inspection
Danger inspection
Tree trunks are inspected visually forsigns of structural infirmities, and if amore detailed diagnosis is required,decay is measured and root systemelongation is inspected to evaluate
danger of lodging.

Abnormality or
infirmities not
found

Tree shape or vitality problems
Infirmity of tree trunk requiring emergency
measures

Planting environment inspection
Growing condition inspection
Evaluation by inspecting topography or weather
conditions at planting location, state of support
poles and other protective materials.

Obstruction inspection
Categorizing land use of planting locationand shape of planting groundaccompanied by prediction of objects
obstructed and size of obstruction
caused by lodging and breakage ofbranches.
Infirmities of tree trunks requiring emergency
measures

Daily management
Pruning or otherregular management
tasks
Improvement measures(emergency)

In the case where apreliminary diagnosis
has confirmed a
problem with theshape of a tree or its
vitality, improvement
measures are taken.
Case where apreliminary diagnosis
or tree soundness
inspection etc. hasconfirmed a defect of
the tree trunk
requiring emergency
measures,emergency measures
are studied andperformed.

Improvement measures
In response to results of evaluations of inspections, the best measures are studied and rapidly taken according to the degreeof danger.

When a tree lodges.
Lodging verification inspection
When a tree has lodged or a branch has broken during a typhoon or strong wind, clarifying the cause of the lodging and at thesame time, comparing the findings with diagnosis results to verify the cause to improve future diagnosis technologies.

Figure 1. Street Tree Lodging Countermeasure Flow Chart

● Research Trends and Results

Balancing Energy Conservation by Office Task andAmbient Lighting with Amenability
MIKI Yasuhiro (Dr.Eng.), Senior Research Officer
Residential Environment Planning Division, Housing Department(Keywords) Power-saving measures, energy conservation, task and ambient lighting

2. Example of further renovation to task andambient lighting
We introduced task and ambient lighting withpriority on energy conservation using LED lightsources in an actual office, and then further
renovated it to improve the perceived brightness (Fig.
1). To obtain a sense of spatial brightness with theminimum possible increase in consumed power, weused ambient lighting to illuminate dark areas ofwalls and ceilings. We also surveyed the power
consumption and evaluation by office workers
before and after the renovation. From the results ofthe survey, it was shown that a vast improvement inevaluation by office workers (such as a sense of
spatial brightness) could be achieved after
renovation even when the power consumption of thetask and ambient lighting method was kept low
compared to the general lighting method (Fig. 2).

Before改修前
renovation

改修後
After renovation

Figure 1. Task and ambient lighting before and after
renovation
2

Power consumption
density (W/m )消費電力密度（W/㎡）

1. Introduction
After the Great East Japan Earthquake Disaster,
many offices conserved power by switching offsome of their lighting fixtures (“reduced lighting”).
But although reduced lighting brings significant
energy-saving effects, it also forms undesirable
lighting environments with dark areas beneathswitched-off fixtures. This problem arises because
Japanese offices most commonly use a generalsystem of lighting in which fixtures are equallydistributed across the ceiling to provide lighting at
desk level.
By contrast, the system of task and ambient
lighting widely adopted in Europe and America isthought effective from the viewpoint of achieving
sufficient brightness at desk level while conserving
energy. This system follows the rationale of “theright lighting in the right place at the right time”,
achieved by using individual desk lamps (tasklighting) to provide brightness at desk level whileslightly reducing the surrounding brightness(ambient lighting). When a position is unoccupied,the desk lamp can be switched off. If properly
planned, this system can be used to form visualenvironments with a good balance between light anddark while at the same time conserving energy. On
the other hand, merely introducing a different systemof lighting tends not to improve the amenability of
the lighting environment.
In this paper, as a simple example, we introduce acase in which renovations were made to improve theamenability of task and ambient lighting introducedwith priority on energy-saving characteristics, but
without increasing the consumption of energy,
resulting in improved evaluation by users.

20
高評価
High evaluation
17W/㎡

Desktop

Sense of overall office
執務室全体の明るさ感
brightness

15
13W/㎡

Brightness over

机上面の明るさ
desk

10(Evaluation（評価値は推定）(Evaluation（評価値は推定）estimated)

estimated)

Neither
どちらでもない

7W/㎡
5W/㎡

5

Task
lighting
タスク照明

Ambient
lighting
アンビエント照明
Low
低評価
evaluation

0

General or
全般もしくはambient lighting
アンビエント照度

lighting
机上面照度

Satisfaction with office

執務室全体の照明の満足度
lighting in general

Hf蛍光灯全般照明
Ht fluorescent1
generallighting（推定）

LED全般照明LED generallighting(estimated)（推定）2

750 lx

750 lx(estimated)

LEDタスク・アンビエント
LED task and3 ambient（改修前）(beforerenovation)

LEDタスク・アンビエントLEDtask and ambient(after（改修後）
renovation)

300 lx

350 lx

750 lx

750 lx4

Figure 2. Relationship between lighting method,energy saving and evaluation
3. Conclusion
While the task and ambient lighting method could
be seen as effective for conserving energy in offices,
the case in this paper shows that the quality of thelight environment needs to be fully considered inorder to balance this with amenability. This researchused the results of the MLIT “FY2010 Basic survey
on methods of evaluating energy consumption forbuilding standard development promotion projects
and commercial buildings” (representative:
Tadahiko Ibamoto, Tokyo Denki University).

●Research Trends and Results

Development of technologies for city planning to takeeffective urban heat island countermeasures
KAGIYA Koji (Ph. D.), Senior Researcher
Urban Planning Department, Urban Development Division
ASHIE Yasunobu (Dr. Eng.), Head
Building Department, Environmental and Equipment Standards Division(Key words) Urban Heat island, ventilation path, simulation, city planning
1. Introduction
The NILIM has been, through cooperative researchwith the Building Research Institute, conducting a
research project jointly with the concerned bureaus of
the Ministry of Land, Infrastructure, Transport andTourism (MLIT) to provide simulation tools and urban
planning guidelines to local governments in order toenable them to systematically implement effective
urban heat island (UHI) countermeasures.
2. Ventilation path as a heat island countermeasure
In order to clarify the actual state and effectivenessof ventilation paths, which have attracted attention asa UHI countermeasure, we are performing large-scalemeteorological observations at 190 locations on streets
and rooftops of buildings in central and bay area inTokyo and carrying out numerical simulations using
super computer.
It has, for example, been predicted that as the resultof creation of a ventilation path accompanying
large-scale redevelopment around Tokyo Station,
airflow will improve, lowering the air temperature by
up to 2°C (Fig. 1) over a wide area.

effects of district scale countermeasures. This software
has been used by local governments such as Chiyoda
Ward in Tokyo, Osaka City, and Kita-kyushu City.
And an environmental atlas called Climatic Atlas ofUrban Environments was trial prepared withnumerical simulations visualizing the thermal
environment including air temperature distribution andairflow etc. as reference information for city planning.
Figure 2 is an example of a prototype based on the
countermeasure effects of ventilation path etc.
Reduction of artificial heat exhaust (by conserving
energy consumed by air-conditioners/ introducing a
district heating/cooling system)
Restoration of vegetation (planting roadside trees), etc.
Ventilation Path (class 2)
Ensuring open space andgreening buildings and groundsurface

Ensuring open space andgreening buildings andground surface

Ventilation
Path (class 2)

Figure 2. Example of a Prototype of Climatic Atlas for
Urban Environment for City Planning
4. Achievements and future developments
Its achievements have been reflected to MLIT’s
Low Carbon City Development Guidance, city
planning guidelines or UHI countermeasure plans ofseveral local governments and a future image of a city
by a local community development committee.
The future aim is to reflect in the guidelines for
operation of city planning of MLIT and spread of theuse of technologies which have been developed topromote countermeasures to be implemented
effectively linked with low-carbon city planning.

Figure 1. Example of a Simulation of theEffectiveness of a Ventilation Path
3. Development of technologies for urban planning
To enable regional governments to predict various
countermeasure effects of greening, water retentive
paving, ventilation path and so on in city planning,super computer calculation programs have beencombined with personal computer software to be usedas practical simulation tools capable of predicting the[Reference]
1) Report on NILIM Project No. 20, Development ofSynthetic Evaluation Technologies for Improving
Urban Thermal Environment, January 2008
2) Technical Note of the NILIM, No. 583, High
resolution numerical simulation on the urban heatisland of the entire 23 wards of Tokyo using theearth simulator, March 2010

●Research Trends and Results

Study of the implementation of SEA (Strategic
Environmental Assessments) in road projects
SONE Shinri, HeadINOUE Ryuji, Senior Researcher
YAMAMOTO Yuichiro, Researcher
ANDO Shingo, Guest Research Engineer
Environment Department, Road Environment Division(Key words) Environmental Impact Assessment Law, Strategic Environmental Assessment (SEA), concept stage PI

Table 1. Comparison of Cases With and Without
Introduction of Concept Stage PI
EIA, city planning period

Cost at EIA, city planning stage

2. Analysis of the process of concept stage PI cases
Four cases were abstracted from among concept
stage PI implementation cases (24 cases) at projects
subject to the Environmental Impact Assessment Law(National Expressways and national highways with10km of four lane sections or more) etc., and thefollowing situations and challenges were clarified bycollecting information and conducting interviews.
・The system is operated as follows in line with the“Plan Enactment Process Guideline at the Concept
Stage of a Public Works Project (April 2008,
Ministry of Land, Infrastructure, Transport andTourism)”.
[1] Initiation→[2] sharing challenges→[3] setting
multiple proposals and evaluation items→[4]comparative evaluation→[5]selecting proposed plan
・The introduction of SEA legislates part of theseprocesses (evaluation from the environmental
perspectives). It is necessary to clearly display thisoperating guideline at a site.

3. Effectiveness of introduction of concept stage PI
A project planned without performing concept stage
PI (case without introduction of PI) and a projectplanned by performing PI (case with introduction ofPI) in adjoining sections on a single route werecompared. In a case with PI introduction in a city inparticular, the time and cost etc. required at the EIA
and city plan setting stage are greatly reduced,
clarifying the importance of obtaining the residents’
understanding of the project at the concept stage(Table 1).

Environmental
countermeasures

1. Introduction — Amendment of theEnvironmental Impact Assessment Law andIntroduction of SEA—
Under the amendment of the Environmental Impact
Assessment Law (promulgated in April 2011), theprocedures of the Planning Stage Environmental
Consideration Statement (SEA) will be carried out
beginning April 1, 2013. SEA legislates environmental
impact statements when a project’s position and scaleetc. are studied at an earlier stage than the existing
Environmental Impact Assessment (EIA), in order toeffectively avoid or mitigate serious environmental
impacts.
In a road project, at the concept stage (stage when
the general route and the basic structure are decided),flexible and smooth communications (PI) with theresidents and other concerned parties are accompaniedby comprehensive judgments and setting of plans froma variety of perspectives including the environmental,social,economic,
etc.
Guidelines
totheimplementation of legally designated SEA at theconcept stage of road projects are studied.

Explanation
meetings/public
hearings

EIA
Position
document
Proposedcity plan
Discussion of needfor and suitability ofthe projectOpinions onenvironmental
conservation
measuresState ofimplementation ofenvironmental
conservation
measuresYokohama ring road,
Northwest route (PIintroduced)
Approx. 5 years

Yokohama ring road, Northroute (PI not introduced)

Approx. 14 years 3 months
 Environmental impact
statement explanation
 Environmental impact
meeting: 9 times, 1,470
statement explanation
participants
meeting: 4 times, 201
participants Public hearing: 4 times,
presentation by 83 people Public hearing: once,
presentation by one
 Supplementary
personexplanation meetings: 191
times 398 (Scoping 295,947 (Draft
documents)
Environmental impact
statements)
 11 (Draft
Environmental impact
 Opinions on allstatements)
environmental items
 Opinions in opposition
 Opinions in opposition
to the proposed city plan
approx. 134,000, opinions
1, opinions of approvalof approval approx.
17.
83,000.
Opinions limited

Opinions diffused

Two items are objects ofsubmission of opinions,contents limited

Nine items are objects ofsubmission of opinions,contents diffused

Environmental
conservation items
implemented for 9 of 17
items

Environmental conservation
items implemented for all
items (15 items)

4. Study of correct operation of SEA
Based on the above, a committee of young
academic experts (Chairman: TERABE Shintaro,
Associate Professor, Tokyo University of Science) in
related specialized fields (civil engineering planning,
public administration) was established to study how tocorrectly operate SEA at the concept stage. It hascompiled the Correct Operation of SEA at the Concept

●Research Trends and Results
Stage of a Road Project (Material for Further
Discussion). (Fig. 1)
1. It is most important to operate it to obtain (not reduce)
trust in administration.
2. Precautions during each process[1] Initiation

Specifying implementationof SEA[2] Sharing of challenges

Environmental sidechallenges are essential.

[3] Setting multiple
proposals/evaluation
items

Environmental side items
are essential[4]

Evaluation ofenvironmental aspect foreach proposed plan
(preparing theConsideration Statement
etc.)

Comparativeevaluation

SEA
procedures

Later, comparativeevaluation including socialand economic aspects.
[5] Selecting proposed
plan

Comprehensively judging
environmental, social, andeconomic aspects

3. Hearing opinions of the Consideration Statement done asa process integrated with the concept stage PI.
4. Selection of appropriate experts and clarification of theirroles

Figure 1. Outline of Correct Operation of SEA(Material for Further Discussion)
5. Future Plans
The items changed by the amendment of theEnvironmental Impact Assessment Law including
SEA, and the most recent scientific knowledge will bereflected in the Environmental Impact Assessment
Technique for Road Project (Manual) (see below)
which will be revised by the middle of 2012.
http://www.nilim.go.jp/lab/dcg/gijutsu/gijutsu.htm

●Research Trends and Results

Evaluating the impact of climate change on thenatural flow regime of rivers
KIKUMORI Yoshito, Senior Researcher, Climate Change Research Team
KATO Takuma, Researcher, Climate Change Research TeamYOSHITANI Junichi, Research Coordinator for Watershed Management
River Department(Key words) Climate change, climate

model, drought

1. Introduction
Climate change will greatly change future rainfall
patterns in Japan. It is feared that declining snow
accumulation and earlier spring thaw than in the past
may increase the risk of droughts. The NILIM has, aspart of the Innovative Program of Climate Change for the
21st Century, obtained climate model based predictions
as information which contributes to evaluating impact onwater resources and studying the application ofcountermeasures, translated these into hydrologicalinformation for regions throughout Japan, and analyzed
change of the flow regimes of rivers flowing into dams
distributed in climate zones throughout Japan in the
future (end of 21st century) and near future (30 years
from now). This was accompanied by the presentation ofdifferences in the change of flow regimes revealed by the
results of four different climate models, in order to beable to resolve the uncertainty of climate models.
2. Climate models used
The climate models used to calculate future river
flow regimes are the four models shown in Table 1
considering the fact that they output values throughout
the year and that they satisfy the spatial resolution (about20km) necessary to calculate a river flow regime.

ClimateTable 1. Climate

Models Used

Emission
scenario

Calculation period
Near
Present
Futuremodel

Reform Stage 2:
GCM20
Reform Stage 1:
GCM20
Coexistence:
GCM20
Meteorological
Agency RCM20

using a four-level tank model, and the discharge causedby the spring thaw was handled as the quantity flowing
into the top level tank.
The results of the analysis show that in the near futureand future, tendencies common to the four climate
models will appear: large annual fluctuation as the flowrate falls during years of light rain and rises in years ofheavy rain, accompanied by a remarkable fall of thesummer flow rate beginning in May at dams in Hokkaido,
Tohoku, Kanto, and Hokuriku, where the spring thaw
runoff is remarkable. Because similar trends appeared in
all four climate models, it is hypothesized that it seems
to be quite certain that these trends will appear in the
future. Figure 1 shows an example of calculation results(inflow into a dam on the Japan Sea coast side of
Hokkaido).
3

Flow rate (m /s)

A1B

1979-1998

2015-2039

2075-2099

A1B

1979-2003

2015-2039

2075-2099

A1B

1979-2003－

2075-2099

A2

1981-2000

2031-2050

2081-2100

3. Estimating the river flow regime
The flow regimes of the flow into reservoirs in the
future and the near future were calculated for 15 dams
which are the furthest upstream dams in their respective
rivers throughout Japan. The rainfall values used for the
calculation are climate prediction model values with theirbiases corrected by AMeDAS observed values. And therainfall and snow were again distinguished based on
ground surface temperature, then corrected so they werein harmony with the observed accumulated snow depth
value. The quantity flowing into the dams was estimatedPresent
Near future
FutureSpeeding up spring
thaw peak
Fall of flow ratefrom May to July
Speeding up startof spring thawJan.

FutureAverage daily flow rate (Reform: Stage 1)

Feb. March

April

May

June

July

Aug.

Sept.

Oct.

Nov.

Dec.

Figure 1. Estimated River Flow Regime (Dam on theJapan Sea Coast of Hokkaido)
4. Future endeavors
In the future, examples of proposed application
measures will be presented by analyzing differences
between the change of regional flow regime trends andby assessing drought risk including predicted change ofwater use.
[Reference]
Ministry of Education, Culture, Sports, Science andTechnology: The Innovative Program of Climate
Change for the 21st Century, Prediction of the Changeinfutureweather
extremes
using
SuperHigh-Resolution Atmospheric Models, Report
on Research Achievements of 2011, March 2012.

●Research Trends and Results

Effective inundation countermeasures to prepare forthe future increase of heavy rain
YOKOTA Toshihiro, HeadSHIGEMURA Hiroyuki, Senior Researcher
HASHIMOTO Tsubasa, Researcher
Water Quality Control Department, Wastewater System Division(Key words) Increase of heavy rain, inundation countermeasure, unsteady flow model

2. Studying countermeasures to deal with theincrease of heavy rain
We used annual maximum rainfall intensities from1960 to 2009 at 57 meteorological observatories
nationwide to predict the increase rate of
10-minute/60-minute
rainfallintensitywith
5-year/10-year probability during the next fifty years
in each observatory. The results showed a trend for
10-minute/60-minute
rainfallintensitywith
5-year/10-year probability nationwide to rise to a
maximum of between 1.3 and 1.4 times the present
levels (95 percentile values) fifty years in the future.
Based on this, inundation simulations were performed
for three districts to evaluate the impact on existing
inundation countermeasures of the future increase ofheavy rain, revealing a case where it is predicted thatthe area inundated to a depth of 20cm or more will
increase between 4% and 9%. The results also suggestthat in a case where the rainfall drainage capacity is
insufficient over a wide area, or in a case where local
inundation is caused by the drainage capacity of abranch channel, it will be necessary to takecountermeasures appropriate considering the cause ofinundation in each district.
In the future, we will universally evaluate theimpact that the increase of heavy rain will have on
inundation countermeasures to suggest specificmeasures according to the characteristics ofinundation.

1.00
95パーセンタイル値
95
percentile value
95パーセンタイル値

0.75

Percentile

パーセンタイル
パーセンタイル

1. Introduction
In recent years, heavy rain of 50mm/hr or more has
fallen frequently in various parts of Japan1). Measures
to prevent disastrous inundation are being taken by
local governments, but it is considered possible that in
the long term, as a result of change of the rainfall
characteristics, present inundation countermeasuresalone might be unable to handle heavy rain with
5-year probability or 10-year probability. So the
NILIM is conducting studies to clarify future heavy
rain increase trends and countermeasures to deal withthis increase, and abstracting problems related to theenactment of rainfall countermeasure plans andstudying improvement measures.

0.50

●10
10
minutesminutes
10分間
60minutes
60分間○ 60 minutes

50パーセンタイル値
50
percentile
50パーセンタイル値
value

0.25

0.00
-1.0 -0.8 -0.6 -0.4 -0.2 0.0 0.2 0.4 0.6 0.8
毎年最大降雨量の増加率
Increase
rate of rainfall intensity

1.0

降雨強度の増加率

Figure 1. Distribution of Increase Rate of
10-minute/60-minute Rainfall Intensity at 57
Observatories Nationwide (5-year probability)
3. Survey of rainfall countermeasure plan
enactment methods
In order to deal with the future increase of heavy
rain, it is becoming increasingly important toefficiently enact rainfall countermeasure plans by
combining several inundation countermeasures using
an unsteady flow model. But in many cases, because
objective judgment standards for setting the scale ofcountermeasure facilities have not been generally
introduced, an unsteady flow model is only used as anevaluation tool to discover operation methods andtemporary countermeasures for facilities designed
applying previously used rational formulas.
Based on this situation, we collected information
about cases of the enactment of rainfall
countermeasure plans for about 20 cities nationwide,
and are now abstracting problems with rainfall
countermeasure plan enactment methods and studying
improvement measures.
[Reference]
1) Ministry of Land, Infrastructure, Transport andTourism, Sewerage and Wastewater Management
Department website(http:/www.mlit.go.jp/mizukokudo/sewerage/crd_sew
erage_tk_000117.html)

●Research Trends and Results

Evaluation of dam flood control using rainfall prediction
Water Management and Dam Division, River Department
TORII Kenichi, HeadINOMATA Hironori, Researcher(Key words) rainfall prediction, dam flood control operation

2. Evaluation by anticipating the inundation
damageFig.1 shows a comparison of the inundation
damages for several floods with different scales. Eachflood was controlled by the two types of flood control
operation. The one operation (hereinafter operation A)
is the conventional regular flood control operation andthe other (hereinafter operation B) is the operation
which sets the outflow discharge smaller than that ofoperation A by 100 m3/s. Those experimental floods
were obtained by multiplying several scale factors to acertain hyetgraph. In a case where the scale factor issmall, the inundation damage with operation B awhich stores large volume of flood water is smaller
than that of operation A. On the contrary, theinundation damage by operation B becomes larger
than that of operation A in the case where the scale
factor is large because operation B causes the flood
control capacity of the dam to be full earlier thanoperation A. As a whole, operation B is superior tooperation A on the condition that the scale factor issmaller than 1.7 and operation A is conversely
superior to operation B on the condition that the scale
factor is larger than 1.7. This relationship appears
when a rainfall prediction is referred to. In particular,
if the scale factor is replaced with the error of therainfall prediction,, operation B is superior on thecondition that the actual rainfall is smaller than 1.7
times the rainfall prediction and vice versa. This

relation is one of the reasons that rainfall predictions
cannot be practically applied to dam flood control
operation. The expectation of inundation damage is
proposed in this research to comprehensively evaluate
dam flood control effect while considering the error of
rainfall prediction. It is expressed as the integral of themultiplication of the probability on the error of rainfall
prediction and inundation damage (Eq.1).
350
Inundation damage

300(100 million yen)
浸水被害額（億円）

1. Introduction
Dam flood control operation using rainfall
predictions has been suggested as one way to improve
the flood control functions of existing dams. It can
optimally and efficiently use the flood control
capacities of dams. However, the result of flood
control operation based on rainfall predictions may beeven worse than that by conventional regular flood
control operation which does not use rainfall
prediction when the actual rainfall greatly exceeds theprediction. Therefore, rainfall prediction has not been
quantitatively utilized in practical dam flood control
operation . This report aims to describe the method
which evaluates merits and demerits of dam flood
control operation based on rainfall prediction byconsidering rainfall prediction errors.

Operation A is superior.
操作Bが有利 操作Aが有利

Operation B is superior.

250

Operation
A: Regulation operation
操作A: 規則操作

200

Operation
B: Regulation operation
操作B:
規則操作‐100m3/s
3-100m /s

150
100
50
0
0.0

0.5

1.0
1.5
Scale
factor
降雨倍率

2.0

2.5

Fig.1 Scale factor change on inundation damageE   Pr   C r dr

Eq.1

Here, r is the error rate of rainfall prediction definedby actual rainfall/rainfall prediction, P(r) is theprobability density function on r and C(r) is thefunction of the inundation damage on r.
The expected inundation damage is estimated byintroducing the probability of error rate on rainfall
prediction to the result of Fig.1 and those values are
1.26 and 4.6 billion yen for operation A and B
respectively. This means that operation B is superior
to operation A as the expectation of inundation
damage. However, it is essential to be aware that there
is little possibility that flood control by operation B
might result in higher inundation damage than that by
operation A.
3. Conclusion
The practical application of the proposed method
will be studied by analyzing the rational method ofsetting the probability density function P(r) based on
accurate evaluation of a rainfall prediction and theimpact of P(r) and C(r) on the estimated expectationof inundation damage.

●Research Trends and Results

Predicting the impact of water temperature increase on
cold water fish that may be induced by climate change
AMANO Kunihiko (Dr.(Eng.)), Head
MOCHIZUKI Takafumi, Researcher
Environment Department, River Environment Division(Key Words) Climate change, global warming, river water temperature, cold water fish
1. Introduction
It is predicted that global warming will beaccompanied by climate change, but it is difficult toquantitatively evaluate its impacts on river ecosystems.
This research hypothesized that global warming will
increase river water temperature to study its impact on
the fish species inhabiting rivers.
2. Evaluation of water temperature dependency offish species
Data representing river water quality and thenational survey for river and riparian ecosystems wereanalyzed for 109 Class A river systems in Japan. The
frequency distribution of river water temperature
values at locations confirmed to be habitats of 5common fish species and 6 stenothermal cold water
fish species were obtained, then compared with thefrequency distribution of all measured river watertemperatures nationwide, to analyze water temperaturedependency of these fish species. We have used
24-year period data for river water temperature
analysis.
The frequency distributions of water temperature
measured at confirmed locations of 5 common fish
species were almost identical to the frequency
distribution of all data, but the measured watertemperatures at locations where yamame trout or othercold water fish were confirmed were biased towards
low temperature and the frequency it exceeded 25C°
was particularly low (Fig. 1). When the mean annual
maximum temperature was obtained and analyzed, atconfirmed, the temperature never exceeded 26C°, and it
can be concluded that the surrounding watertemperature is the limit for the habitation of cold water
fish 1).
3. Sensitivity analysis of water temperature
increase and summary
Figure 2 shows the estimated mean annual
maximum water temperature distribution based on
the results of the nationwide water quality survey of
public water bodies. The mean annual maximum watertemperature is below 26C° in and north of Tohoku ,and in regions to the west, it is partially distributed in
Shinshu or in mountainous regions.
If we assume the mean annual maximum watertemperature increases by 1C° nationwide, focusing on
the change of the area with temperature below 26C°
where cold water fish will be able to live, theirhabitable range which equals about 9% of the national
land will be lost, with possible negative impact on the
habitats of cold water fish such as cherry salmon thatare widely distributed in western Japan 1). And if the
maximum temperature rises by 5 C°, the area of thenational land where rivers in which cold water fish canlive are distributed will fall to about 5%, so they will

（℃）
‐20
20‐21

0.06
0.05

Water temperature histogram (Yamame trout)
水温ヒストグラム（ヤマメ）confirmed

21‐22
22‐23

Water temperature distribution at
全地点の水温分布(S59～H19)

0.04

all locations (1984 to 2007)

0.03

23‐24

0.02

24‐25

0.01

25‐26

0.00

t<-4
-4≦t<-3-3≦t<-2-2≦t<-1-1≦t<0
0≦t<1
1≦t<2
2≦t<3
3≦t<4
4≦t<5
5≦t<6
6≦t<7
7≦t<8
8≦t<9
9≦t<1010≦t<1111≦t<1212≦t<13
13≦t<14
14≦t<15
15≦t<16
16≦t<17
17≦t<18
18≦t<1919≦t<20
20≦t<2121≦t<2222≦t<23
23≦t<24
24≦t<25
25≦t<26
26≦t<27
27≦t<28
28≦t<29
29≦t<3030≦t<3131≦t<32
32≦t<33
33≦t<3434≦t<3535≦t<3636≦t<3737≦t<3838≦t<39
39≦t<40

Frequency
頻度

Water temperature distribution of

ヤマメ確認箇所の水温分布
places where yamame trout were

26‐27

Water水温（℃）
temperature (C°)

28‐29

27‐28

29‐30

Figure 1.Water Temperature Frequency
Distribution at Locations Where the Cold Water
Fish, Yamame Trout, were Confirmed (Blue) and
Water Temperature Distribution in Rivers
Nationwide (Red)locations where cherry salmon or yamame trout were

30‐31
31‐32
32‐33
33‐

Figure 2. Nationwide Distribution of EstimatedMean Annual Maximum Water Temperature

●Research Trends and Results
no longer exist anywhere in Honshu, making it very
difficult for cold water fish to survive.
[Reference]
1) Amano, K. and T. Mochizuki: An assessment of thedependency of fish and aquatic invertebrates on water
quality using the national survey for river and riparian
environment, Advances in River Engineering, JSCE,
Vol.17, 2011.

Topics

Expanding torrential rainfall monitoring regionswith X-band MP radar

TORII Kenichi, HeadKAWASAKI Masaki, Senior Researcher
TSUCHIYA Shuichi, Researcher
River Department, Water Management and Dam Division(Key words) X-band MP radar, torrential rainfall monitoring
1. Expanding torrential rainfall monitoring
regions
In recent years, drownings and flood disasters
caused by localized heavy rainfall and concentrated
torrential rainfall have occurred increasingly often.
So the Water and Disaster Management Bureau of
the Ministry of Land, Infrastructure, Transport andTourism has introduced X-band MP radar,strengthened the resolution of radar rain information,and enhanced its real-time availability in order tostrengthen rainfall monitoring systems. The
National Institute for Land and InfrastructureManagement is building data processing andtransmission systems to realize more advanced
radar rainfall information, conducting technicalstudies of scan modes, parameter tuning etc. needed
for trial operations of X-band MP radar, and studies
to improve precision by advancing rainfall
observations, the correction of attenuation, andsynthesis methods. X-band MP radar started trial
operation in some regions in 2010, and new trial
operation regions will be added beginning in July
2011, expanding the area where torrential rainfall ismonitored (Fig. 1). This is extending theobservation range to all government ordnancedesignated cities except Sapporo to strengthen
torrential rainfall monitoring systems in cities. The
monitoring systems around Mt. Kurikoma and
Sakurajima Island, both regions at high risk of
sediment disasters, were strengthened.
In the Niigata Region, one more X-band MP
radar base will be established to start monitoring by
two bases beginning in 2012, in order to reduce theareas where monitoring is impossible during
torrential rainfall. Land subsided and river levees
were damaged as a result of the earthquake andtsunami caused by the Great East Japan Earthquake,so to strengthen torrential rainfall monitoring
systems in this disaster region, where safety fromflooding has declined, X-band MP radar will be
introduced in Tohoku and the Northern Kanto.
2. Examples of the use of X-band MP radar
rainfall information
In Niigata, where trial transmission started in2011, X-band MP radar based rainfall information

was used by regional governments as reference
information to order flood-fighting activities andevacuations during the Niigata/Fukushima torrential
rainfall of 2011. When typhoon No 12 of 2011
triggered the collapse of soil, blocking river courses,
X-band MP radar rainfall information for the Kinki
Region was used as rainfall information to monitor
the collapse of the soil blocking the rivers.
3. Developing technologies using X-band MP
radar
The National Institute for Land and InfrastructureManagement, regional development bureaus, anduniversities and research institutes, are developing
technologies using X-band MP radar to achieve
early detection of torrential rainfall, to improverainfall predictions, and to increase the precision ofinundation predictions.
The National Institute for Land and InfrastructureManagement is carrying out studies using X-band
MP radar rainfall information to improve inundation
simulations of urban regions, and advanceevacuation information systems in water parks. In
the future, the NILIM plans to perform research on
the detailed evaluation of precision of monitoringby X-band MP radar and on the precision of
calculation of average river basin rainfall.

Niigata新潟
Toyama/Ishikawa
富山・石川
Hiroshima
広島 Okayama

Mt.
Kurikoma region
栗駒山周辺

岡山

Northern Kyushu
九州北部
Kanto
関東

Chubu
中部

Shizuoka
静岡

Kinki
近畿
Sakurajima
桜島周辺Island

2010年度試験配信開始地域
2011年度試験配信開始地域

Area where trial transmission began in 2010
Area where trial transmission began in 2011

Figure 1. Regions where X-band MP Radar Trials
have Begun

●Research Trends and Results

Toward environmentally sustainable infrastructuredevelopment using an LCA tool
SONE Shinri, HeadKIMURA Keiko, Researcher
KANDA Taro, Researcher
SUGABAYASHI Keita, Associate Researcher
Road Environment Division , Environment Department(Key words) Sustainability, LCA, environmental load coefficient, carbon dioxide emissions, final disposal of wastes,
natural resources consumption
1. Introduction
We developed an LCA method for infrastructure(Infra-LCA). This paper introduces efforts now being
made to put this calculation method into practical use.
2. Publication of the LCA manual and the databaseof environmental loads coefficients table
The Infra-LCA manual and the database ofenvironmental loads coefficient tables are available
from “http://www.nilim.go.jp/lab/dcg/index.htm”. The
following are special features of the infra-LCA
method.
・ The environmental loads coefficients tables areclassified into three groups. Each group is used at adifferent level of decision making. The first groupis used to compare environmental loads according
to structure types at the planning level, the second
group is used to compare environmental loads
according to work type at the design level, and thelast group is used to compare environmental loads
according to material and construction machinetypes at the construction level (see Fig 1).
・ Categories of the coefficients correspond to theelement of cost estimation.
Flow of grouping
environmentalloads coefficients

Project flow

Material
Construction
selection

DesignPlanning

Total Life

Construction

MaintenanceTraffics

Embankment

BridgeTunnelCoefficient bystructure

Pavement

Excavation

CulvertSummary ofworks

Surface layer

Base course

Ditch

Coefficient by
work type

As mixture

Recycledaggregate

Road roller

Straight As

Coarse sandFillerEstimate
standard
Coefficient ofmaterials,
construction
machine, …

Figure 1. Group of environmental loads coefficients・ The environmental loads of new technologies canbe calculated under the completely same
conditions as the ordinary environmental loads.
The environmental loads coefficients cover carbon
dioxide emissions, final disposal of wastes, andconsumption of natural resources.
3. Confirming the usefulness of the calculation
method for infra-LCA
Validation of infra-LCA is being conducted by aworking group established by the Japan Society of
Civil Engineers. The working group consists ofscholars specialized in LCA and members ofconstruction consultant companies and construction
companies. The working group pointed out that theenvironment loads of miscellaneous expenses, which
are estimated by multiplying a certain ratio to cost oflabor, material or something, should not be ignored
although it is difficult to determine this using thepresent calculation method. We will closely examine
the miscellaneous expenses, and set a method of
calculating the environmental loads if necessary.
4. Finding low-environmental loads technologies
The working group has been conducting many casestudies to find how we can reduce the environmentalloads in design and construction technologies and how
much cost will be needed to achieve the reduction
targets. Past studies show that the construction field
has many more technologies to reduce cost as well as
environmental loads than other fields.
5. Introduction of infra-LCA into practical use
Introduction of infra-LCA is undertaken in somespecific usages. One usage is the standard to designate
proposal items as environmentally recommended
items under the Act on Promotion of Procurement of
Eco-friendly Goods and Services by the State andOther Entities. Besides this, the application of carbon
dioxide emissions coefficients in a technical guidelineof pavement published by Japan Road Association isplanned.

●Research Trends and Results

Carbon dioxide uptake by recycling concrete rubbles
SONE Shinri, HeadKANDA Taro, Researcher
Road Environment Division, Environment Department(Key words) Concrete rubble, recycling, carbon dioxide uptake, sound material-cycle society, low carbon society
3. Current Research
Road construction works have maintained sufficient
capacity to accept all the recycled concrete aggregates.
However, future recycle is anticipated to be difficult
because of increasing old buildings and decreasing
construction demand. Then efforts will be made to
develop new recycling uses of concrete rubble. In
order to continue contributing to the low carbon
society, a CO2 uptake coefficient based on new uses
should be evaluated. We have started to examine theCO2 uptake coefficients regarding new recycling uses.
We have also started to develop an on-site methodof estimating the CO2 uptake coefficient quickly andeasily because the CO2 uptake coefficient will vary
according to the recycling method even if recycling
use remains the same. We focus on the color
distribution of concrete rubble which appears when a
pH indicator (phenolphthalein (PP)) is sprayed. PP has
been widely used to check the durability of concrete
structures. We found that the color of the concrete
specimen is distributed in a specific manner (see Fig.
2) and is related to the quantity of CO2 uptake.

1. Emerging expectations of construction recycling“The 2nd fundamental plan for Establishing a Sound
Material-Cycle Society” shows that establishment of asound material-cycle society should be promoted inharmony with a low carbon society. Construction
recycling has maintained a high recycling rate for the
past 10 years, contributing to a sound material-cycle
society.
In addition to this role, construction
recycling is now expected to contribute to the
reduction of carbon dioxide (CO2) emissions.
2. CO2 uptake by recycling of concrete rubbles
Concrete rubble is the major construction waste. We
have shown that recycling of concrete rubbles absorbs
8.5kg/ton of CO2 due to neutralization (see Fig. 1).
This result means 260,000 tons of CO2 are absorbed inJapan every year through construction recycling,
comparable to 40% of the CO2 absorbed by restoring
urban vegetation. The CO2 emissions coefficient ofrecycled concrete aggregates is much lower than thatof natural crushed stone.

Time
250

[1]
[2]

[3]

Demolition Crushing

Storage for28 days

Shipping[3]-[2]: 8.5kg-CO2/ton
CO2 uptake coefficient byrecycling “in this survey”

100
50
0
0

[4]
Construction
site Transport(demolition) vehicle

Recycling
plant

200
B 150

Construction
site (reuse)
Transport
vehicleQuantity of CO2 uptake[4]-[1]:CO2 uptake coefficient by recycling“in the ordinary sense”

Figure 1. Present CO2 Uptake Coefficient by
Recycling of Concrete Rubble

250
200
50

150
100
R 150 200

100

G

50
250

0

Figure 2. Example of RGB Distribution of Concrete
Specimen by PP Reagent(Note) RGB: Indices of the strength of red (R), green (G) andblue (B) which are the three primary colors oflight. Here the scale from 0 to 255 which is widelyused for image processing is applied.

●Research Trends and Results

Verification of the superiority of
motorcycles as a road traffic mode
kind to the global environment
SONE Shinri, Head
DOHI Manabu, Senior Researcher
Environment Department, Road Environment Division(Key words) Global warming, carbon dioxide emissions, motorcycles

2. Comparative survey of carbon dioxide emissions from
4-wheel vehicles, motorcycles and electric scooters

In order to confirm that motorcycles and electricscooters are road transport modes kinder to the global
environment than 4-wheel vehicles, a comparative
survey of carbon dioxide emitted by these vehicles
during actual driving was performed. The survey was
carried out in Tokyo in the daytime for a total of 12hours—3 hours per day on three weekdays from
September 27 to 29, 2011—on an ordinary road whichis always congested (9.2km from Yoyogi Park to
Hibiya Park). The vehicles used for the survey were a4-wheel vehicle, motorcycles (250cc, 125cc, 50cc)
and an electric scooter (equivalent to 50cc). The
vehicles selected had average vehicle specifications
for vehicles in each class. The carbon dioxide
emissions were converted from the quantities of fuelconsumed and electric power consumed. The quantityof fuel consumed was obtained by measuring theactual quantity of oil supplied while the quantity ofelectric power was determined by measuring thequantity charged after driving.

3. Outline of the survey results
Figure 1 shows the relationship between travelingspeed and carbon dioxide emissions based on the
result, while Table 1 shows the average travelingspeed and carbon dioxide emissions by vehicle type.
The survey revealed the following trends.
1. Carbon dioxide emissions decline in the order:
4-wheel vehicle (air-conditioning on), 4-wheel
vehicle (air-conditioning off), motorcycles, andelectric scooters.
2. Average traveling speed in the congested section
was higher for the motorcycles (250cc, and 125cc)
than the 4-wheel vehicles.
3. The carbon dioxide emitted by all vehicles
decreased as the average traveling speed increased.
In the future, the synergistic effects of the two
superior aspects of motorcycles (lower carbon dioxide
emissions, greater traveling speed during congestion)
will be analyzed.
350

CO2 Emissions (gco2/km)

1. Introduction
The carbon dioxide emissions by the transportation
section account for a constant share internationally,
and it is necessary to continue to restrict them. On theother hand, it is predicted that in the countries of Asia,
continued economic growth will be accompanied by aswitch to 4-wheel vehicles from motorcycles, which
now have an overwhelming share. This survey willserve as a reminder of the fact that the motorcycle is aroad transport mode superior in its ability to lower
global environmental loads and result in proposals forinternational policies. This survey is now in progressas bilateral joint research with the RDCRB, Indonesia.

300

4‐wheel vehicle with air‐conditioning ON (max. load)

250

4‐wheel vehicle with air‐conditioning OFF
Motorcycle 250cc

200
Motorcycle 125cc

150
Motorcycle 50cc

100Electric scooter (equivalent to
50cc)

50

(N=15～18)

0
10

15
20
25
Average traveling speed (km/h)

Figure 1. Relationship of Traveling Speed to Carbon
Dioxide Emissions
Table 1. Average Traveling Speed and Carbon Dioxide
Emissions by Vehicle Type
Items surveyed
Vehicles surveyed
4-wheel vehicle
4-wheel vehicle
Motorcycle
Motorcycle
Motorcycle
Electric scooter

Photo 1 View of the Performance of the Survey

30

air-conditioning
ON (max. load)
air-conditioning
OFF
250cc
125cc
50cc
equivalent to 50cc

Averagetraveling speed(km/h)

Average
CO2 Emissions(gCO2/km)

14.7

287.2

15.3

184.0

17.9
18.4
15.5
15.5

62.7
66.3
50.4
11.0

Acknowledgments : Authors are grateful to Yamaha Motor
Co. Ltd. for temporarily providing the electric scooters.

●Research Trends and Results

Initiatives by the Wastewater and Sludge Management
Division to respond to global warming
OGOSHI Masashi, Head
OGAWA Fumiaki, Senior Researcher
FUJII Tsuyako, Researcher
MIYAMOTO Ayako, Researcher
NISHIMURA Shunsuke, Researcher
TSUSHIMA Ikuo, Researcher
IGUCHI Hitoshi, Guest Researcher
Water Quality Control Department, Wastewater and Sludge Management Division(Key words) Biomass energy, carbon dioxide, resources recycling
1. Controlling the production of greenhouse gas
from treatment processes
The Wastewater and Sludge Management Division
has striven to prevent the production of greenhouse gas(GHG) by performing statistical surveys to estimate thequantity of GHG produced at sewage treatment plants,
surveys to clarify the state of and the restriction of the
production of methane (below “CH4”) and nitrous oxide(below “N2O”) in sewage treatment processes etc., andsurveys of the quantity of carbon dioxide gas produced
through the consumption of resources and energy for
wastewater treatment and reuse. From the results, theGHG production rate is generally clarified andcountermeasures are almost fully established, excludingthat for N2O produced by biological treatment.
Regarding another source of GHG from seweragesystems, it has been pointed out that CH4 released in
sewer pipes and N2O emission in receiving waters areimportant.

3. Studying the warming adaptation strategies
based on water reuse
As global warming advances, floods and droughts
will occur more often, lowering usable water resources,
and it is presumed that urbanization will advancewarming trends, harming urban environments.
Reusing water is presumed to be an effective way toadapt to such phenomena. The Division has been
studying the evaluation of the environmental load andof the economics of a variety of adaptive strategies
implemented using recycled water, and ways toincrease the safety of recycled water to lower thehealth risk of its use. In the future, the Division willcontinue these endeavors to aim to propose a methodof comprehensively evaluating reuse as an adaptive
strategy.
Insert 生ゴミ等投入
raw garbage
Agitation
machine攪拌装置

Sewagesludge下水汚泥

Gas refinery

ガス精製施設
都市ガス
供給

City gas supply

下水バイオ
Biogasガス

Sewage下水

2. Restricting production through the use of sewage
resources
Various technology developments are advancing
energy recovery from the heat and biomass resourcesin sewerage systems, and their spread as GHG
reducing technology should be encouraged. So theSewerage and Wastewater Management Departmentof the Ministry of Land, Infrastructure, Transport andTourism started the Breakthrough by Dynamic
Approach in Sewage High-technology Project in 2011,
and Wastewater and Sludge Management Division is
now proving multiple systems under a contract fromthe above department (see the example in the Fig.).
This project will be continued with a call for thesubmission of new challenges in 2012. In addition tosuch demonstration studies, the Division is conducting
research to enact a guideline to evaluating thefeasibility of introducing technologies to sewage
treatment plants considering the characteristics ofregions, in order to promote the wide introduction ofthese technologies. And in cooperation with the Urban

Facilities Division of the Urban Planning Department,
the Division has evaluated energy saving partnershipamong public sectors in cities such as sewerage works,
and the improvement of block level energy supply
system, and has studied the impacts of regulatory andincentive policies based on city plans and of adomestic emission trading system.

High高温消化槽
temperature digester

SewageSewage heat recovery
下水熱回収加温装置
and heater

Figure Example of a Project to Verify Reformed Sewage
System Technology

●Research Trends and Results

Towards the utilization of hydraulic energy inriver basins
TORII Kenichi (Phd. Eng.), HeadYAMAMOTO Yoko, Senior Researcher
River Department, Water Management and Dam Division(Key words) Generating electricity for dam management use, maintenance, inspection frequency
1. Introduction
The nationwide shortage of electric power causedby the Great East Japan Earthquake may continue fora long time, and hydroelectric power, which is areusable energy, is expected to be utilized andpromoted more than ever. Among dams managed by
the Ministry of Land, Infrastructure, Transport andTourism and by the Japan Water Agency, management
use electric power generation equipment which uses
maintenance discharge and water supply discharge
from dams had already been installed at 28 dams
nationwide (January 2011), and while they supply
electric power to be used for dam management, they
have further reduced the cost of dam management
through the sale of surplus electrical power. More than
30 years have passed since the start of operation of thefirst management use electric power generating
equipment, which was installed around 1980, and thecost of renewal and maintenance of the equipment ispredicted to increase in the future. And because thequantity of electric power will continue to increase, itis essential to increase the efficiency of maintenanceto boost the cost-benefits of installing new electric
power generating equipment.
This research studied measures to increase of theefficiency of maintenance of management use electric
power generating equipment in order to make greateruse of unused hydraulic energy of river basins.
2. Present state of maintenance of dam
management use electric power generating
equipment
When management use electric power generation isshut down, purchasing management use electric powerincreases maintenance cost while income from the saleof electric power falls, so it is necessary to absolutely
minimize system shut down time. A questionnaire
survey of inspections, renewals, and othermaintenance of electric power generating equipment
was carried out at the 28 dams equipped withmanagement use electric power generating equipment.
The results show that the systems are shut down forinspections or by malfunctions an average of 14.7
days/year, and of these, electric power generators areshut down for periodical inspections of the electric
generators or gate equipment an average of 4.1 days.

But, if equipment is inspected by dismantling
maintenance, power generation is shut off an averageof 41.8 days. Electric generating equipment was only
shut down by a malfunction 16 times, but the impact
was severe, because the average length of time it was
shut down for restoration was an average of 41.3 days.
Electric power generating equipment was shut down
by malfunctions an average of 14.2 years after it
started operation. Renewal of equipment now almost
entirely involves electric parts and occurs an averageof about 19 years after the start of operation.

Photo 1. Management Use Electric Power Generating
Equipment (Sagae Dam)
3. Efficient electric power generating equipment
maintenance methods
Through an analysis of maintenance costs revealedby the questionnaire, it was discovered thatapproximately 3/4 of inspection and maintenance costs
is the cost of dismantling maintenance. Looking at thereason for performing dismantling maintenance showsthat about 3/4 is carried out according to an ordinary
inspection cycle for each part (time plan). For thisreason, it is possible to further reduce maintenancecosts by performing dismantling maintenance at a low
frequency but often enough to prevent malfunctions
caused by insufficient maintenance. This researchclassified ways of renewing each type of part(preventive maintenance, post-maintenance) based on
degree of importance and restoration period. At thistime, data concerning past malfunctions and renewals
are limited, so in order to decide the appropriate
frequency of inspections and renewals, continuous
data must be accumulated in the future.

●Research Trends and Results
4. Future study guidelines
In the future, to explore further potential uses ofhydraulic energy, we will study measures to increaseelectricity by selecting new installation locations for
management use electric power generating equipment
and renewing the reservoir water level operation ofmulti-purpose dams, and study challenges such as theimpact of implantation on river environments andsystemic restrictions, etc.

●A Case of Utilizing Results

Movement towards the revisionof energy saving standards forbuildings
NISHIYAMA Isao (Dr. Eng.), Head
Building Department
ASHIE Yasunobu (Dr. Eng.), HeadNISHIZAWA Shigeki (Dr. Eng.), Senior Researcher
Building Department, Environmental and Equipment Standards Division(Key words) building, state of energy consumption, energy saving standards
1. Introduction
Carbon dioxide emissions from buildings used as
offices, stores, schools, hospitals etc. increased 31.2%
since 1990 (as of 2009). And further countermeasures
are required as with residential buildings. In response,from 2008 to 2010, the NILIM conducted “Research
on a Comprehensive Evaluation Method and Design
Method Related to Energy Conservation Performanceof Non-residential Buildings”, researched energy
consumption of buildings and equipment systems
according to the way they are used, and studied energy
consumption estimation methods based on actual
performance.

0.9

0.6
0.5
0.4
0.3
0.2
0.1
0

Heat
熱源source (HS)

熱源+搬送
HS
+ Heat supply (HS)
熱源+搬送+AHU
HS+ HS + AHUWhite: operated previous day
白抜き：前日稼働,
Colored: not operated
previous day
塗りつぶし：前日非稼働

During
暖房時
heating

0.8

02

4 6 8 10 12 14 16
Daily averageoutdoor temperature (°C)
日平均外気温[℃]

Air-conditioning(heat-sourceand heat supply)
空調(熱源・搬送)

Lighting
照明

0.7

Elevator
昇降機

0.6
0.5
0.4
0.3
0.1

熱源機
熱源+補機
熱源+補機+搬送HS+ AE + HS + AHU
熱源+補機+搬送+AHU
Heat source (HS)

0.2
0

-2

3. Towards the revision of energy saving standards
for buildings
Energy saving standards for buildings, which havebeen assessed based on the Perimeter Annual Load
(PAL) and the Coefficient of Energy Consumption(CEC), are now being studied with their revisionscheduled for 2012. Under the new standards, amethod of assessing the envelope and opening
performance of buildings and of equipment systems(air-conditioning, ventilation, lighting, hot watersupply, elevators (Fig. 2)) based on the primary energy
consumption of the whole building will be introduced.
This assessment method, which will be made an
obligation in the future, is based on concepts similar to
the assessment method already introduced byStandards of Judgment for Residential Construction

White:
operated previous day
白抜き：前日稼働
Colored: not operated previous
塗り潰し：前日非稼働
day

1

1
0.9
0.8
0.7

Primary energy efficiency [-]一次エネルギー効率[-]

Primaryenergy efficiency [-]一次エネルギー効率[-]2. Research on energy consumption of building
equipment
Energy consumption of buildings and equipment
varies greatly not only according to the configurationof equipment systems, but to the way the building isused. “Research on a Comprehensive Evaluation
Method and Design Method Related to Energy
Conservation Performanceof Non-residential
Buildings” analyzed past energy consumption datawith a focus on office buildings, and obtained detailed
data to prepare more precise models. Detailed data ofcentral air-conditioning systems (heat source, auxiliarymachinery, heat supply system) is measured, and thecharacteristics of each type of equipment and systemare examined (Fig. 1). Office automation equipment
and freezing and refrigerating equipment, which
generate air-conditioning load, were measured tomodel the relationship between the machines’
behavior, electric power consumption and heatproduction. For elevator and lighting, the usage
condition and power consumption were researched toprepare technical documents.

HS + Auxiliary equipment (AE)During
冷房時
cooling

HS + AE + Heat supply(HS)

20
22
24
26
28
30
32
Daily averageoutdoor temperature (°C)
日平均外気温[℃]
Hot給湯
water supply

Figure 1. Results of Assessment of Efficiency
of an Air-conditioning System

Figure 2. Example of the Building andEquipment Systems Evaluated

●A Case of Utilizing Results
Clients.
[Reference]
1) Nishizawa et al.: Study on the Characteristics ofCentral Air-Conditioning Systems for Verifying
Monitoring Data, Proceedings of Conference of
the Society of Heating, Air-Conditioning andSanitary Engineers of Japan, p.1311-1314, 2010

●Research Trends and Results
Empirical study of traffic smoothing service at sag sections on
expressways by means of vehicle to infrastructure communication
KANAZAWA Fumihiko, Head
SAKAI Koichi, Senior Researcher
SUZUKI Kazushi, Researcher
IWASAKI Ken Guest Research Engineer
Research Center for Advanced Information Technology, Intelligent Transport System Division(Key Words) Sag or ascending slope, road-vehicle links, adaptive cruise control, traffic smoothing, traffic simulation

Road situation
clarification
Basedon gradient 道路状況把握
sensor
勾配情報、交通センサ
information and
状況を踏まえた
traffic situation,
走行速度・車間providestraveling
speed,
headway etc.
時間などの提供

Information
provision
情報提供用
antenna
アンテナ
Clarifying
macroscopic
マクロな交通traffic
situation
状況の把握
Existing
既存のtraffic
counter
トラカン

Sensing
traffic situation
きめ細やかな交通状況（交(trafficflow) in detail通流）のセンシング

Road-vehicle
路車間通信
communication

I 適切な車間を維持し、
will follow maintaining an
追従走行
appropriate
headway.
I適切な車間を維持し、
will maintain a suitable
headway to prevent
減速波（ショックウェー
transmissionof a shockブ）の伝播を抑制
wave.

：ACC車両
ACC vehicle
None ACC vehicle：非ACC車両

Figure 1. Image of the Service Linked to ACC Vehicles
25

120
100%

24.7 24.4

100

22.5
20.4

97%

20

80

79%
13.3

15

60

46%

10

40

5.2
5

20

17%

1%

9%

0.8

0

70%

100%

0

Reduction rate (%)

Congestion loss hours (at1,000 vehicles)
渋滞損失時間（ 千台時）

30

削減率（％）

1. Introduction
Approximately 60% of congestion on inter-city
expressways in Japan occurs at sags or ascending
slopes. The Intelligent Transport System (ITS)Division is conducting a series of research projects
intended to develop a new service for mitigating
traffic congestions by means of vehicle toinfrastructure (V to I) communication at sags orascending slopes1). Congestion at sags or ascending
slopes occurs as a result of drivers unconsciously
slowing down at the points where gradient changes
and driving aimlessly after encountering congestion. It
is possible to restrict or prevent these negative humanfactors by taking advantage of ACC vehicles’(Adaptive Cruise Control equipped vehicles)characteristics, which can control their speed andheadway, so this service would contribute to mitigate
congestion at those points.
A microscopic traffic simulator was built to clarify
the congestion mitigation effects of the inclusion of
ACC vehicles. This paper will report the results of aseries of trial calculations of congestion mitigation byusing the microscopic simulator.
2. Congestion mitigation measures by means of
ACC vehicles to Infrastructure communication
Figure 1 shows an image of the service which uses
V to I communication, and which was the object of theestimation of congestion mitigation effects based on
inclusion of ACC vehicles. In response to information(for instance: appropriate traveling speed, headway,etc.) provided from ITS Spots (road side units), ACC
vehicles activate their ACC function to maintain apreset speed or headway.
3. Trial calculation of congestion relief effects of
ACC vehicles
To clarify the congestion mitigation effects ofincluding ACC vehicles, the microscopic traffic
simulator capable of reproducing the unique vehicle
behavior on sag sections and ascending slopes alreadyclarified by past research2) was built to trial calculatecongestion mitigation effects. Figure 2 presents thecongestion loss hours according to ACC vehicles
inclusion rate and the rate of reduction from thepresent situation (ACC vehicles inclusion is 0%). The
results of the trial calculation have clarified that themore ACC vehicles are included in traffic flow, the

0
0%

3%

5%

10%

30%

50%

ACC
vehicleの混入率
Mixing Rate
ACC車両

Figure 2. Results of Trial Calculation of Congestion Loss
Hours by ACC Vehicle Mixing Rate
more congestion mitigation rate is improved.
4. Summing up
In this report, the results of a trial calculation of the
microscopic traffic simulation show that congestion
mitigation effects increase according to the ACC
vehicles inclusion rate. In the future, more detailed
estimations will be made by performing simulations
under different conditions at the same time as theresearch will be conducted to realize the services byconducting feasibility studies.
[References]
1) NILIM ITS Research web site: Congestion
countermeasures based on roadside information –vehicle control technology links
http://www.nilim.go.jp/lab/qcg/kadai/acc/acc.html
2) Jian Xing, Koshi Masaki: Research on thecongestion phenomenon and vehicle following
behavior on expressway sags, Journal of the Japan
Society of Civil Engineers, No. 506, IV-26, pp. 4455, 1995.

Topics

Support for the development of an evaluation method
for energy saving in houses concerning the Energy
Saving Standard

MIURA Hisashi (Dr.(Eng.)), Senior Research officer,
MIKI Yasuhiro (Dr.(Eng.)), Senior Research officer
Housing Department, Residential Environment Planning Division
NISHIZAWA Shigeki (Dr.(Eng.)), Senior Research Officer
Building Department, Environmental and Equipment Standards Division(Key words) Energy conserving, assessment, refurbishment, housing
1. Evaluation of energy saving for newly built
housesA new standard for the evaluation of energy
saving of newly built detached houses wasintroduced in April 2009 (Top Runner Standard forHouses). In this standard, in order tocomprehensively evaluate diversifying energy
saving methods such as the solar water heater andheat pump technologies, energy saving performanceis evaluated based on the primary energy
consumption instead of the thermal envelope
performance. Primary energy consumption can becalculated by the equation in the figure. In addition
to correctly evaluating the envelope performance, itis therefore important to evaluate the efficiency ofthe equipment and appliances such as DHW
systems, ventilation systems.
2. Evaluation of the efficiency of residential
equipment and appliances
For example, gasoline mileage depends on how
to the vehicle is driven. Similarly, the efficiency ofthe equipment and appliances is largely dependentof the operating condition and usage of theoccupants, NILIM has performed a study to clarify
which parameters effect the efficiency of theequipment and appliances in houses under the realcondition, and developed a framework for theevaluation of energy saving.
Related research projects started in 20011), andthrough the recent research results2), the research
results are used in the calculation of the energy
saving performance in Top-Runner Standard forHouse. The framework of the evaluation for the
housing equipment and appliances has already been
completed, and the research continues in order todevelop more accurate assessment methods forparticular technologies.
3. Evaluation of energy saving renovations ofexisting detached houses
As the effective utilization of the existing houses
has become important in recent years, it is now also

Primary energy
consumption

Load
Efficiency of equipment(machinery)

Load is:Demands necessary for residents to lead stable lives; forheating/cooling, it is the heat required for heating and theheat which must be removed for cooling, for ventilation, itis the quantity of air, for supplying hot water, it is therequired quantity of hot water, and for lighting, it is therequired brightness (luminous intensity).

Figure Concept of Calculation of Primary
Energy Consumption
necessary to develop the energy saving potential forrenovating existing houses in addition to developing
the energy saving potential for newly built houses.
NILIM is therefore carrying out a research projectin order to develop the evaluation method forenergy saving potential of renovations3). To
calculate and compare the primary energy
consumption of the houses before and after
renovation, we are developing calculations or
calculation rules such as, [1] evaluation of thethermal performance for the construction unique tothe renovation such as windows replacements, [2]evaluation of the partial renovation such as
renovating only the envelope of a living room, and[3] evaluation of the thermal and energy
performance of the existing envelope andappliances whose performance is difficult to clarify
by some inspections. This research will be used forsome kind of the standards for energy saving
renovation.
[References]1) Ministry of Land, Infrastructure, Transport andTourismComprehensive
Technological
Development Project, Development of Low
Energy and Resource Saving Technologies forAutonomous Building and Urban System (2001- 2004).
2) For example, Environment Research &Technology Development Fund, Research on

the Development and Promotion of Energy
Saving Technologies on Houses (2003- 2005)
3) DevelopmentofEnergyConsumption
Performance Evaluation Methods for Various
Types of Houses (2010 - 2012)
http://www.nilim.go.jp/lab/icg/4_shouenekaishu
u.htm

- 2 -

●Research Trends and Results

Research to advance the evaluation methodology of
public works projects
OTANI Satoru, Senior Researcher
Research Center for Land and Construction Management, Construction Management Division(Key words) Social discount rate, uncertainty, sensitivity analysis
1. Introduction
Public works projects of the Ministry of Land,
Infrastructure, Transport and Tourism (MLIT) areevaluated three times: when a project is newly adopted,
when re-evaluated, and after the project is completed,and many evaluations are done every year. Evaluation
methods are not completed, so to perform more
appropriate project evaluations, it is necessary tocontinuously review the methodology and to improveit based on social and economic conditions andongoing survey research. So now since setting thesocial discount rate and dealing with uncertainty havea great impact on project evaluation results, thesurveys and points of contention are organized withthe two themes.
2. Setting the social discount rate
In an incomplete market where there are distortions
caused by taxes and by asymmetric information, there
is no agreement on which rate to use as the social
discount rate, and each country and organization sets
this rate based on its own information. Table 1 shows
the values of the social discount rates and their setting
methods in the major industrialized countries.
As overall trends, in the industrialized countries ofNorth America and Oceania, it is set as relatively highvalues between 7% and 8% based mainly on the return
rate on investment of private sector, but in the United
Kingdom, France, Germany and other industrializedcountries of Europe, the rates are between 3% and 4%,
mainly as values based on the social time preference.
In Japan, 4% is set as the average of real yields onlong-term government bonds as the opportunity costof capital, making Japan a member of the lower group
among the major industrialized countries.
The major points of contention concerning a more
appropriate social discount rate in Japan are as
follows : [1] suitability of the method of calculating
the social discount rate, [2] consideringintergenerational equity related to policies which
impact multiple generations, [3] propriety of adopting
a time declining discount rate, and [4] the appropriate
way to deal with the uncertainty of the social discountrate.
3. Dealing with uncertainty
Because public works projects are long term, thefuture cost, effectiveness, and project duration etc.

may change. So when a project is evaluated, these
Table 1. Social Discount Rates in Major Industrialized
Countries
Country

Socialdiscountrate

United States.

7%

Canada8%

New Zealand

8%

UnitedKingdom

3.5%

France4%Germany

3%

Japan

4%

Calculation method
Return rate on investment of private secter
Weighted mean of private sector return rate
and market interest rate
Return rate on investment of private secter(capital asset pricing model)
Social time preference (Ramsey equation)
Social time preference (Ramsey equation)
Yield on long-term government bonds
Yield on long-term government bonds

changes, or in other words, the uncertainty, must be
considered. One method of considering uncertainty issensitivity analysis of cost-benefits analysis, and theTechnological Guidelines to Cost-Benefits Analysis of
Public Works Project Evaluation (General Principles)(revised by MLIT in June 2009), stipulates
implementing the sensitivity analysis when making
cost-benefits analysis.
The major points of contention concerning dealing
with uncertainty including sensitivity analysis are as
follows: [1] methods of systematically accumulating,organizing and analyzing the results of foreign anddomestic project evaluations (particularly, the post
project evaluation), [2] organizing and analyzing
causes of and response to uncertainty, [3] improving
technologies for sensitivity analysis, and [4]establishing uncertainty evaluation methods including
items which cannot be converted to monetary value.
4. Future initiatives
Setting the social discount rate and dealing withuncertainty will continue to be organized and analyzed
with the focus on points of contention, contributing to
the advance of project evaluation methods.

●Research Trends and Results

The location referencing method for distribution
diverse road related information—Establishing the Road Section Referencing
method—IMAI Ryuichi (Ph.D.), Researcher
ARUGA Kiyotaka, Guest Research Engineer
SASAKI Yoichi, Guest Research Engineer
Research Center for Advanced Information Technology, Information Technology Division(Key Words) location referencing method, road section referencing method, road information provision, intelligent
transport systems

1. Information
With the advance of Intelligent Transport Systems,
diverse road related information is circulated using
maps. And if it circulated smoothly between
organizations and between fields, it would be possible
to improve existing information provision services andto create new services. The Information Technology
Division has established the location referencing
method “Road Section Referencing method (below
called “ID method”), necessary to realize the creationof new services.
2. Outline of the ID method
Applying the ID method, a permanent ID is
assigned to a road section and to a reference point,
relatively expressing the location based on the section
and reference point and on the route from thereference point. Figure 1 shows how the ID method isused to represent the position of a gas station on theleft side at the 150m point of a road (section) startingat an intersection (reference point) on the road andlinking intersections. Using the ID method in this way,even if various organizations which use informationuse different maps, they can circulate information withaccurate location representations.
3. Situations where the ID method is used
A few situations in which the ID method is used are
introduced. Following the Great East Japan
Earthquake, the public and private sectors
cooperatively created and provided information about
open roads and closed roads in the disaster region1).
But because the methods of expressing the location in
their information differed, they were forced to collectand process the information employing human wave
tactics.
If the ID method were applied in such a case, evenif each organization used its own unique location
representation method, it would be possible to unify

the location representation methods to circulate theinformation between the organizations. As a result,visualization using maps and preparation of
spreadsheets would be performed efficiently,
achieving prompt and accurate information provision(Fig. 2).
4. Conclusion
At this time, the Information Technology Division
is working to build a technique for circulating
road-related information through public-private sector
links using the ID method, and plans a social
experiment in 2012. We are eager to continue to workto achieve our goal of realizing circulation of diverseroad related information.
[Reference]
1) ITS Japan: Open roads/closed roads information>http://www.its-jp.org/saigai/< (obtained Sept. 2011)
2) Road section method introduction page
http://www.nilim.go.jp/lab/qbg/rs_id_2.html,(released December 2011)

●Research Trends and Results+150m
on left side from reference point
区間ID225830001上のID2258852583
参照点ID225885283から+150m左側
On section ID 225830001
ガソリンスタンド
Gas station

Intersection
交差点

１５０ｍ

Section
区間

区間IDID2 225830001
25830001
SectionIntersection
交差点

参照点ID
Referencepoint225885283
ID2258852583

Figure 1. Example of Representation of Location
Reference by the Road Section Referencing
MethodSelectedfrom Great East Japan Earthquake (Report No. 46)
東日本大震災（第46報）から抜粋
Road closure information
KPから通行止情報
from KP is efficientlyを効率よく反映
reflected

プローブデータ
Probe data

Road Section
Referencing method
道路の区間ＩＤ

複数の主体のプ
Efficiently
links andローブデータを効superimposes
probe
data
from multiple
率よく関連づけ・重organizations
ね合わせ

If道路区間ID方式を用いると，関連
the Road Section Referencing
method is used, relating steps are
づけの作業が省力化されるので，
eliminated, permitting the information to
速やかに地図に落として情報の無bepromptly superimposed on a map,
謬性が確認できる
confirming
its infallibility.
Sourceof map image: http://www.its-jp.org/saigai/
地図画像の出典：http://www.its‐jp.org/saigai/

Figure 2. Image of Use of the Road Section
Referencing Method During a Disaster●A Case of Utilizing Results

Calculating Traffic Volume 24 Hours a Day/365
Days a Year through Effective Use of Vehicle
Detectors
Traffic Engineering Division, Road Department
HASHIMOTO Hiroyoshi (Research Engineer), MATSUMOTO Shunsuke (Research Engineer),MIZUKI Tomohide (Guest Research Engineer), MONMA Toshiyuki (Senior Researcher),
UESAKA Katsumi (Head)(Keywords) Vehicle detector, processing of singular/missing values, estimation of traffic volume, regular observation
traffic-data system
1. Introduction
The Ministry of Land, Infrastructure, Transport andTourism collects daily traffic volume data on aregional basis by estimating traffic flow between
adjacent road zones using vehicle detectors installedon national roads throughout Japan. An issue thathas emerged in the course of this work is how to
reduce workload required to process singular andmissing values of obtained vehicle detector data
(Figure 1).
Here, NILIM developed a method for processing
singular and missing values as well as a method for
estimating traffic volume using vehicle detector data,
and then arranged them into a set of “road traffic
survey guidelines.”
It also prepared a “traffic
volume calculation tool” that automatically processes
vehicle detector data and incorporated it into practicaloperations.

3. Conclusion
With the goal of bringing greater efficiency toRegular observation

Vehicle detector【交通量常時観測システム】
traffic-data system【車両感知器】

Visual and manual work by【職員による目視・手作業】
employee

Confirmation and processing of
特異値・欠測値の確認・処理

Traffic
flow measurement
交通量の計測singular/missing values

Fig. 1: Conventional processing of singular andmissing values

Base regular observation

point
基準常時観測点

Reference regular

Estimated

関連常時観測点
observation point

推定区間
zone
Observed
観測区間
zone

～
～

2. Method for calculating traffic volume througheffective use of vehicle detectors
For the processing singular and missing values, we
utilized not only accumulated past data from vehicle
detectors but also data from adjacent vehicle detectors(reference regular observation point). In estimating
traffic volume, we observed the fact that the traffic
volume ratio between the estimated zones andadjacent vehicle detector (base regular observation
point) is roughly constant. Then we multiplied theratio of traffic volume at both points (calculated using
past actual observations in the estimation zones) bytraffic volume at the base regular observation point(Figure 2).
Characteristics of the developed method are that itrecognizes that locally generated singular values (suchas road construction-related restrictions) have aregion-wide impact in terms of estimated traffic
volume, and that it differentiates between localized
singular values (such as road construction-related
restrictions) and regional traffic volume fluctuations
caused by typhoons, etc. (Figure 3).

traffic volume calculation, NILIM has launchedproject research* to study specifications for a new
regular observation traffic data system that will
incorporate the developed method for calculating
traffic volume.

Observed

観測区間
zone

Estimated

推定区間
zone
Estimation
推定

Vehicle detector

Estimation
推定

Vehicle detector data
車両感知器データ（処理後）(after processing)

車両感知器データ
data
Singular/missing value

欠測値・特異値処理
processing

Past accumulated data
過去の蓄積データ

Figure 2. Relationship between vehicle detectors andestimation zones
START
Input of 24-hour cross-sectional traffic
volume２４時間断面交通量の入力
Step１

Possible
singular value
特異値の可能性がある

Not
considered
特異値とは
singular value

Step２

考えられないRegionaltraffic
広域的なvolume
交通量変動
fluctuation

である

Not
singular value
特異値でない1: Extract
possible singular values from⇒ Stepstep１
過去の傾向から特異値のpast trends
可能性があるデータを抽出

Localized
局地的なsingular
特異値
value

2: Identify
singular values from⇒ Stepstep２
関連常時観測点との比較
comparison with referenceから特異値であるかを判別
continuous observation points

である

Not
singular value
特異値でないSingular value
特異値である

台風・年末年始など
Typhoon, year-end/

事故・工事規制など
Accident,
road work, etc.

New Year’s holidays,
etc.

Figure 3.Method for differentiating singular values

●A Case of Utilizing Results

Figure 4: Initial screen of the traffic volume
calculation tool
* Study on Further Development of the Collection, Analysis, and Utilizationof Regular Observation Data for Road Traffic (2011 to 2013)

●A Case of Utilizing Results

A Road Traffic Survey Platform
Application of “Reference Road Segments andReference Intersections”
Traffic Engineering Division, Road Department
MATSUMOTO Shunsuke (Research Engineer), HASHIMOTO Hiroyoshi (Research Engineer),MIZUKI Tomohide (Guest Research Engineer), MONMA Toshiyuki (Senior Researcher),
UESAKA Katsumi (Head)(Keywords) Traffic survey, digital road map, database
1. Introduction
NILIM has developed a “Standard for Traffic
Survey Unit” as a platform for traffic surveys. The
standard was introduced into the FY2010 Road Traffic
Census and is expected to have broad application in
the future. Within the standard, reference roadsegments (hereafter “reference segments”) areestablished as the smallest survey units for various
surveys. They are divided at the points shown in
Table 1 to allow easy inter-application, analysis, andaggregation of survey results.

Road conditions survey

Table corresponding to
区間対応テーブル
segment

Reference road

交通調査基本区間
segment

道路状況調査単位区間
segmentRoad
conditions data
道路状況データ
Traffic
volume survey segment
交通量調査単位区間
Traffic
volume data
交通量データ
Travel speed survey segment
旅行速度調査単位区間
Travel speed data
旅行速度データ等

Reference
intersection
基本交差点

DRM
segment
DRM区間
Probe data, etc.
プローブデータ等
2005 census segment
H17センサス区間
Resultsof 2005 census
H17センサス結果
Road
segment ID method
道路の区間ID方式

Routeanalysis
路線分析

Intersection

交差点分析
analysis

Network analysis
ネットワーク分析

Othersegments
その他区間
Various data
各種データ

Table 1: Reference road segment division points
Division point
1) Point of intersect withother arterial road2) Point of access to major
facility3) Point of change in roadmanager jurisdiction4) Start point of expressway

5) Point of intersect withmunicipal boundary

PurposeMinimum unit suitable forascertaining traffic volume,
deceleration, and traffic service
Consideration of individual
handling of zones withsignificant differences in traffic
conditions
Consideration of aggregation
with road manager units
Consideration of differences intraffic characteristics andaggregation of expressway data
only
Consideration of aggregation bymunicipality

2. Analysis by route, intersection, and network
Analysis of individual routes and municipalities canbe performed easily by using route attributes in thereference segment.
Moreover, analysis at theindividual intersection and network level are also
possible by using reference intersection data that areautomatically generated using intersecting roadconnection information established for the start andend points of the reference segment (Figure 1).

Figure 1. Analysis at the route, intersection, andnetwork levels
3. Application in congestion analysis at theintersection level
Using reference intersection data, it is possible toconduct, for example, evaluations by aggregatingcongestion-caused losses in all directions fromintersections that tend to be traffic bottlenecks.
Figure 2 shows the results of a calculation of lost time
due to congestion at specific intersections in the Kanto
area.

Time lost due to congestion at reference
intersections (2010 Road Traffic Census)

小
Low

大
High

Figure 2. Congestion-caused time loss
(intersection level)
Figure 3 shows calculated lost time for eachintersection on National Route 6 in Ibaraki Prefecture.
It can be seen that intersections having large lost times
compared to surrounding intersections largely matchwith major congestion points.

●A Case of Utilizing Results

Fukuoka Pref. border

Okita Bridge

Kasamatsu – Ishinazaka

Mito City(Nat. Rte. 50)

Chiyoda-Ishioka
Interchange

NakanukiIntersection

Vicinity of Ushiku
Station
Under
Nakamura
overpass

Chiba Pref. border

Lost time: 1,000
person hours/month
損失時間：単位千人時間/月

大北橋

0

福島県境

10

50

森山町～田尻町

20

号）

30

千代田石岡 IC
中貫交差点

40

牛久駅周辺

50

Major
congestion point
主要渋滞ポイント
中村陸橋下

60

千葉県境

70

笠松～石名坂80

水戸市（国道90

Moriyama-cho - Tajiri-cho

損失時間（茨城県国道6号2009年10月）
Lost time (Nat. Rte. 6, Ibaraki Prefecture, October 2009)100

Distance from the Chiba prefectural border
千葉県境からの距離

Figure 3. Congestion-caused time loss in Ibaraki
Prefecture (intersection level)
4. Division of roles in data updates
We will update traffic survey reference roadsegments each fiscal year and reflect them on thelatest road network. To ensure work efficiency,
regional development bureaus will update reference
segments and NILIM will use the updated data they
supply to automatically update reference intersections
throughout Japan.

Topics

The FY2010 Road Traffic Census
Results of the General Traffic Volume
Surveys (Overview)

Traffic Engineering Division, Road Department
UESAKA Katsumi (PhD, (Eng.)), (Head), MONMA Toshiyuki (PhD, (Eng.)), (SeniorResearcher),
MATSUMOTO Shunsuke (Research Engineer),
HASHIMOTO Hiroyoshi (Research Engineer),MIZUKI Tomohide (Guest Research Engineer)(Keywords) Road Traffic Census, traffic volume survey, travel speed survey, traffic survey reference segment
1. Introduction
The Road Traffic Census is conducted roughly
once every five years to ascertain actual conditions
surrounding Japan’s roads and road traffic. Given
that FY2010 was a census year, NILIM took steps
to further develop and bring greater efficiency to thecensus’s surveys. These steps are described in
NILIM’s 2011 report. The results of the general
traffic volume surveys (traffic volume survey, travel
speed survey, and road conditions survey) werecompiled and then jointly presented to the media by
MLIT’s Road Bureau and NILIM in September
2011. The following gives an overview of theseresults together with the results of subsequentstudies.
2. Overview of survey results
Figure 1 shows changes in average traffic volume.
On urban expressways, traffic volume decreased by
6.4% compared to FY2005 (2.6% decrease on all
roads) due to traffic dispersal and other effects
generated by network development. On the other
hand, on national expressways, average traffic
volume increased by 7.4% due to toll-free
expressway trials and other reasons, while traffic
volume on ordinary roads decreased by 5.8% andthat on prefectural roads, etc., decreased by 4.3%.
These outcomes suggest that traffic is shifting tonational expressways.
(vehicles/（台/24h）24 hrs)

80,00072,61972,41968,30370,00063,56359,523 △6.4％

Next, Figure 2 shows results obtained from acomparison of the travel times of congested andnon-congested periods using newly introduced probe
data from ordinary vehicles. The figure shows that,while there are large fluctuations in speed caused bytemporal variations in traffic volume on expressways,
speed differences caused by congestion on ordinary
roads are small, remaining below several kilometers
per hour. It is surmised that, in the case of ordinary
roads, the dominant factor is the effect of traffic
signals rather than changes in traffic volume.
Additionally, differences in travel speed (service
level) due to road classification are small on ordinary
roads, indicating that stratification of road functions
has not progressed. Thus, it will be necessary toreinforce the travel functions of ordinary roads in the
future.
90.0
80.0
70.0
60.0
50.0
40.0
30.0
20.0
10.0
0.0

Congestedperiods (7:00 – 9:00 A.M. and混雑時（7,8時台、17,18時台）
5:00 – 7:00 P.M.)
Non-congested
period (9:00 A.M. – 5:00 P.M.)
非混雑時（9時～16時台）(km/h)

National
expressway

Urban
Ordinary road
expressway(MLIT
administered)Ordinaryroad(other)Major
regionalroad

Ordinary
prefectural
road

Road total

Figure 2. Comparison of travel speeds ofcongested and non-congested periods (DID)

60,00050,00040,00030,00020,00010,000027,601

11,28529,09327,823

11,965

12,222

7,870

7,394

4,847

4,542
2004
H6

2007
H9

National expressway
高速自動車国道

25,593
12,133

8,040
4,988
2009
H11
Urban
expressway
都市高速道路8,041

11,435 △5.8％
7,829
△2.6％

5,010

4,796

2005
H17
Ordinaryroad
一般国道

27,481 ＋7.4％

Prefecturalroad, etc.
都道府県道等

△4.3％

2010
H22
Total
合計

Figure 1. Changes in average traffic volume byroad classification

The improvement of survey items in the roadconditions survey has made it possible to engage infundamental study toward the rebuilding of road
spaces. This makes it easier to prepare roadtimetables aggregate survey and analysis results forindividual municipalities by introducing traffic
survey reference segments (new census segments)(see page A Road Traffic Survey Platform
Application of “Reference Road Segments andReference Intersections”). As an example, Figure 3
shows CO2 emissions per one kilometer of road
length that were calculated at the municipality levelfrom the traffic volume and travel speed surveys(Figure 3).

凡例

5.00 以上
2.00 ～ 5.00
1.00 ～ 2.00
0.50 ～ 1.00
0.25 ～ 0.50
0.25 未満(単位：ton-CO2/12h・km)（単位：ton-CO2/12h）

Figure 3.CO2 emissions per 1-km road lengths bymunicipality* Results of the FY2010 Road Traffic Census are available via
the IR website of the Road Bureau, MLIT.
http://www.mlit.go.jp/road/ir/ir-data/ir-data.html- 2 -●Research Trends and Results

Full scale Fire Experiment using a Three-story Wooden
School Building (Preliminary Experiment)
NARUSE Tomohiro(Dr. (Eng.)), HeadNII Daisaku(Dr. (Eng.)), Senior Researcher
Building Department, Fire Standards Division
FUKAI Atsuo, HeadHARAGUCHI Osamu, Researcher
Building Department, Standards and Accreditation System Division(Key words) Three-story wooden school building, full-scale fire experiment, fire safety
1. Introduction
Because wood absorbs CO2, as trees grow, theyeffectively prevent global warming, using wood toconstruct buildings stimulates the forest industry, andby encouraging forest growth, prevents disasters suchas landslides. Wood’s superior capacity to adjust
humidity contributes to greater interior comfort, andby taking advantage of the technical skills of local
craftsmen, its use can be counted on to traintechnologists and stimulate regional industries.
Japan’s Building Standard Law stipulates thatthree-story school buildings must be fire-resistive
buildings to ensure fire safety, but the Act for
Promotion of Use of Wood in Public Buildings Etc.
enacted in October 2010 requires a review of building
standards guided by necessary research.
In response to this need, the Building Department
began to collect data necessary to provide technicalstandards for three-story wooden school buildings in2011 and started research to prepare proposed
standards in order to review the Building Standards topermit the construction of quasi-fire resistive
three-story school buildings which would use woodenmaterial more easily when certain specifications are
satisfied.
2. Aim of the full-scale fire experiment
At this time, members such as columns, walls etc.
of a three-story school building must ensure fire
resistance performance such that they are neither
broken, transfer heat, nor crack even after 1 hour of
exposure to heat, but specifications limit the quantityof wooden materials which can be used. To encourage
the use of wood, in addition to quasi-fire resistive
performance which requires performance during
heating that is easily achievable even using
combustible wood, full-scale experiments etc. will
clarify the requirements necessary for fire safety(stipulated specifications, etc.). It is now hypothesized
that, for example, surrounding open space which
reduces the impact of toppling etc. will be ensured.
First, specifications for wooden interior finishingmaterial etc. will be hypothesized based on a survey ofschools, next, based on specifications which clarify

the performance based on member experiments andclass-room scale fire tests, an actual building will be
constructed on the NILIM site and used for the fire
experiment (Photo 1).
This experiment is positioned as a preliminary
experiment because it is an experiment of
unprecedented scale, then with specifications andexperiment method adjusted based on its results, thefull scale fire experiment will be carried out based on
specifications which hypothesize standardization in
fiscal 2012.
The aim of the full-scale fire experiment is to gain
knowledge concerning the process of spread of fireand smoke flow in an entire building, degree of impact
of flying sparks and radiant heat on the building’s
surroundings, whether or not the building collapses,
and if so, the extent it collapses, all knowledge which
could not be confirmed without performing a fire
experiment using a full-scale building.
3. Conclusions
The results of the two full-scale fire experiments
described above will be used to prepare proposed
standards which ensure the fire safety that will be
required of a three-story wooden school building.

Photo 1. The Experimental Three-story Wooden
School Building

●Research Trends and Results

Experimental research on rain infiltration of wooden
housing
MUKAI Akiyoshi, Research Coordinator for Advanced Building Technology
Building Department
MIYAMURA Masashi, Senior Researcher
Building Department, Structural Standards Division(Key words) Wooden housing, rain infiltration, spraying test
1. Background to the research
Along with studies of the prevention of rainfall
infiltration in order to contribute to the smooth
enforcement of the Law for the Execution of Warranty
Against Housing Defects enacted in October 2009,
measures to prevent infiltration of rain must be studied
in order to establish future technological standards.
Cases where rain infiltrates from exterior finishingmaterial to conspicuously deteriorate body materialand connecting material have also been reported, andthe external finishing material’s bonding force
declines so that when an earthquake strikes, peelingoff the external finishing material, fire prevention
performance and seismic resistance are impacted.
Consequently, the NILIM has carried out a variety offact-finding surveys of design and execution, surveysof rainfall infiltration, outdoor exposure experiments,
and accelerated deterioration tests in order to ensure
the safety and assets of inhabitants, and this is a reportof some strong wind and rain tests.
2. Outline of the tests
2.1 Specimen
The specimen consisted of a structural body madeby the conventional frame construction method andexterior finishing made by the ventilation construction
method executed using ceramic siding. The major
object members were a roof without under-eave
ceiling, external wall tie-ins, and balconies, which arelocations where rain often infiltrates.
2.2 Testing method
The testing was done by, hypothesizing that themembers of the wood house to be tested would be
subjected to a typhoon or other strong wind and rain,
applying wind and rain at wind speeds at intervals of
5m/s from 5m/s to 20m/s for 15 minutes at each speed
accompanied by a water spray of 32 liters per minute.
The directions of the spray on the roof and exteriorwall tie-ins were one direction each to the eave sides
and to the verge (right angles to the eaves), and for thebalconies, from the sides of the outside surfaces.

Verge

Specimen

Test
apparatus

Photo 1. State of Specimens and Testing ofStrong Rainfall Testing
3. Major test results
Even when rain infiltrates inside the ventilation
layer, because there is usually a permeable waterproof
sheet, the rain does not easily infiltrate inside the wallbut, because the permeable sheet used for the test
easily curled up vertically when it was laterally
applied as an effect of the layer configuration etc., or
because there was no tape between it and thefoundation drain, at a wind speed of 5m/s, rain wasobserved infiltrating into the room between thepermeable waterproof sheet and the foundation drain(see Fig. 1).
Permeable

Moisture-proof
防湿気密シート
airtight sheet

透湿防水シート
waterproof sheet
Column柱Interior

Ventilation

Exterior

通気層
layer

Exterior finishingmaterial
外装材

No waterproof
tape

防水テープなし

Sheetscurled up
シートの捲れWind
風雨and
水切りrain
Drain
Foundation

Strong windand rain

基礎

Ventilation Furring

Sheets curled up

Exterior finishingmaterial

Foundation drains

Figure 1. Rain Infiltration Through Curled
up Permeable Waterproof Sheets
Recently, as a result of setback line limits anddesign trends, many roofs have short extended eaves
and extended verges, so at the same time as a lot ofrain strikes exterior wall surfaces, it is difficult towaterproof the area around the eaves, so rain often
infiltrates. The test caused rain to infiltrate at a wind

●Research Trends and Results
speed of 5m/s, confirming that it is necessary to fully
ensure extended eaves and extended verges. And at
the tie-in of exterior walls and roofs, to ensure
long-term waterproofing performance, it is important
to not only perform sealing, but to appropriately apply
metal plates. It is important to prevent deterioration ofbody material by applying waterproof tape between
the permeable waterproof sheets and the foundation
drains. During the balcony test, rain did not infiltrate
between the FRP and sashes, but it is necessary toseparately study long-term impacts, because ofvibrations caused by the opening and closing of sashes
and by earthquakes, and continuous minute tremors.

●A Case of Utilizing Results

Quality Control and Designation of Specified Design
Strength for Structural Steel
Building Department
MUKAI Akiyoshi, Research Coordinator for Advanced Building Technology
Standards & Accreditation Systems Division
IWATA Yoshihiro, Senior Researcher, Dr.Eng.
(Keywords) Structural steel, quality control, specified design strength, uniform elongation, rupture elongation
1. Introduction
When using high-strength structural steel andother new materials as principal structural membersof buildings, the specified design strength required
for structural calculations (values forming the basis
for allowable stress, etc.) needs to be designated,accompanied by ministerial approval under Article
37 (ii) of the Building Standard Law pertaining to thequality of building materials. Until now, however,there has been no unified method of designating thespecified design strength of structural steel.
Therefore, we studied designation methods with aview to achieving unified operation by designatedperformance evaluation bodies, in addition toministerial approval. The outcome of this was that
we classified structural steel into categories based onyield ratio and uniform elongation, and presented aunified method of designating the specified design
strength for each category (referred to below as the“proposal for provisional treatment”). Now,
designations of specified design strength forstructural steel are being applied on the basis of this
proposal.
2. Outline of the proposal for provisional
treatment
The quality of structural steel is determined byvarious mechanical properties, the most importantones of which are yield strength, tensile strength, yieldratio and uniform elongation. In the proposal for
provisional treatment, steel materials are divided into
three categories – ductile, intermediate and elastic –taking the yield ratio and uniform elongation as scales.
The proposal focuses on three steel material products– thick plate, shaped steel and steel pipes – andspecifies methods of designating specified design
strength for each category. Fig. 1 shows an outline ofthe proposal for provisional treatment. Here, the yieldratio as the vertical axis represents the yield strengthof structural steel divided by the tensile strength,
expressed symbolically as σy / σu. The uniform
elongation as the horizontal axis represents permanentstrain in relation to tensile strength. The areas marked* in the graph are those that can be given leeway,
taking various factors into account.

Yield ratio

1.00

Area beyond the scope of
application for now*Areas given leeway”

Elastic materials
F=not designated, time-history response
analysis route F=min[0.70σu, σy]Piles, sub-beams, etc.

0.90

**
Intermediate materials
*

0.80
*

3%

5%

Without experiments, etc. → Elastic materials
With experiments, etc. → Ductile materials
Possible up to F=min[0.75σu, σy]Ductile materials
F=min[0.70σu, σy]Uniform elongation

F: specified design strength, σy: yield strength, σu: tensile strength

Target: thick plate, shaped steel, steel pipes(yield ratio with plate thickness less than 12mm is outside
regulation)

Figure 1. Schematic diagram of the outline proposal
for provisional treatment
In actual practice, quality control of structuralsteel is not based on uniform elongation but on
rupture elongation, and a conversion rule between
the two will be required when applying this proposal.
Therefore, NILIM and the Japan Iron and SteelFederation (JISF) carried out joint research on“Elongation performance of structural steel for
determination of specified design strength”, andexperimentally studied the relationship between
uniform elongation and rupture elongation of
structural steel at varying levels of strength when thedimensions of the specimen were changed. The
outcome of this research has been published in a
NILIM Technical Note 1).
[References]
1) Nishiyama, Mukai, Iwata et al: Effect of dimensions ofspecimen on elongation of structural steel, NILIM
Technical Note No. 662
http://www.nilim.go.jp/lab/bcg/siryou/tnn/tnn0662.htm

● Research Trends and Results
A Method of Designing Reassurance from Crime in Urban Street
Spaces to Encourage Outdoor Activity by Children
Urban Planning Department
TAKAYANAGI Yuriko, Urban Facilities Division Senior Researcher
AKASHI Tatsuo, Urban Planning Division Director(Keywords) Urban street spaces, children, crime prevention through environmental design, Reassurance from Crime,
roadside usage
1. Focus on users’ evaluation of street spaces
In the Urban Planning Department, we regard urban
streets as three-dimensional spaces including
privately-owned roadside land as well as public open
space, and have been seeking effective ways to makestreet spaces comfortable for various pedestrians.
Here we introduce a study in which we analyze theuse of urban street spaces by children (elementary
school 3rd graders), focusing on their parents’evaluation of reassurance from crime.
The study proved that whether children go outside alot or not is affected by their parents’ sense ofreassurance (from crime and car accidents), and that
90% of parents set restrictions on the directions androutes for children’s outdoor activities. In other words, it
is important that routes leading to parks and other places
frequented by children are spaces where parents can feelreassured. In that case, what are the compositional
elements of urban street spaces that contribute to a senseof reassurance?
2. Elements related to reassurance from crime
We conducted a questionnaire survey on children’s
outdoor activity and their parents’ awareness, in terms ofboth crime prevention and road safety. The survey
targeted the parents of children in all 3rd grade classes of
two elementary schools whose catchment areas included
ordinary residential areas developed by a land
readjustment project in a regional hub city (217 valid
responses).
Figure 1 shows urban street
segments where anxiety is felt
Home Centerand those where reassurance isfelt, in terms of crime prevention,
Hair salonwith the individual responses Convenience
store
entered on the map aggregated foreach segment. The segments with
DVD store
Clothing and general
goods store

Child-related use
Non-domestic use

Figures represent numbers of people
In sequence from “reassurance” to“anxiety”

Park B

FloristRestaurant

Restaurant

Domestic use

Bookshop

CrammerschoolButcherDry cleaners

Crammer school
Elementary
schoolPark A

Supermarket

Cake shop

Restaurant Children’s clothes store

Figure 1. Reassurance segments (blue) and anxiety
segments (red)the most respondents expressing reassurance are shownin blue, and those with the most expressing anxiety are
shown in red.
We also conducted a field survey to ascertain spatial
compositional elements (street structure and roadsideconditions) as well as the amount of street traffic. We
then used multiple regression analysis to analyze therelationship between these “physical factors” and“psychological factors” connected with reassurance oranxiety in terms of crime prevention. Fig. 2 shows theimpact of each spatial compositional element on theparents’ reassurance from crime (t value) (1%significance elements only, R2＝0.59).
Tendency towards anxiety

Tendency towards reassurance

Number of pedestrians
Type of store

Domestic-type business
Non-domestic type business

Street structure

Street with sidewalk plants
Wall-shaped structures
Vacant lots

Figure 2. Impact of each element on reassurance oranxiety
From this analysis, we identified urban street spaces
with elements that would give parents reassurance interms of crime prevention and persuade them to let theirchildren go outdoors. These are street spaces that haveservices for neighbors such as daily requisite storesarranged at the roadside, are structurally separate frompassing motorized traffic, and have pleasant sidewalks
containing plants.
As a result of this study, we found that the category ofland use along neighbourhood streets firmly affects thesense of reassurance among parents, so that it should beplanned carefully in order to encourage the soundgrowth of children.
[Reference]
Takayanagi & Akashi “Spatial Components on Safer
Street Space for Children in Terms of Crime
Prevention” Toshi Keikaku Ronbunshu (Papers on City
Planning). Vol.46. No. 3 (Oct. 2011)

Topics

Efforts to perform survey research of safetymeasures for amusement facilities

FUKAI Atsuo, Head
Building Department, Standards and Accreditation Systems Division
KUBOTA Yuji, Senior Researcher
Building Department, Environmental and Equipment Systems Division(Key words) Amusement facility, safety measures
1. Background to efforts related to safetymeasures for amusement facilities
Amusement facilities are positioned as mutatis
mutandis-structures under the Building Standard
Law. On the other hand, as shown by an accident
which occurred last year, efforts to ensure theirsafety including operating management continue tobe important.
To contribute to such efforts, the National
Institute for Land and Infrastructure Management,
held a symposium, maintenance and inspection site
tour, and other activities for safety managers etc. in
February of last year at an advanced amusementpark in Osaka.
And in FY2011, survey research related to safetymeasures for amusement facilities was performed asa Ministry of Land, Infrastructure, Transport andTourism Building Construction Standards Provision
Promotion Project.
2. Survey of standards and criteria in the U.S.
and elsewhere
As part of this survey, we participated in theinternational conference of the International
Association of Amusement Parks and Attractions(IAAPA) held in the U.S. to survey overseas
standards concerning constraining devices, andseparation distances necessary to ride in vehicles
and conducted a fact-finding survey of U.S.
amusement parks.
Regarding ASTM and EN standards, which aremainly reference standards in other countries,
standards for constraining devices with acceleration
as their indices are enacted. And at amusement
parks, we saw cases where innovative measures
were taken so that riders can personally try out
constraining devices before boarding vehicles andinnovations allowing operators to visually andeasily make sure that riders have correctly put on
the constraining devices. And concerning separation
distance, we saw facilities where measures such as
shaping constraining devices to prevent riders fromextending their hands of feet outside the vehicles
were taken.
3. Future efforts to improve safety
We are studying the provision of technicalsupport to further improve safety by organizing
such information and in conjunction with the above
project, taking steps to provide this information toamusement park operation companies.

●Research Trends and Results
Users’ evaluations of ITS Spot Services in Full-Scale Operation
KANAZAWA Fumihiko, Head
SAKAI Koichi, Senior Researcher
SUZUKI Kazufumi, Researcher
NAKAMURA Satoru, Guest Research Engineer
Research Center for Advanced Information Technology, Intelligent Transport System Division(Key Words) ITS Spot, users’ evaluations
1. Introduction
In Japan, ITS Spot Services had begun full-scale
operation at about 1,600 locations mainly on
expressways nationwide by August 2011.
ITS Spot Services provide road traffic informationand safe driving support related information from ITS
Spots (roadside units) to ITS Spot-compatible carnavigation systems, which then provide theinformation to drivers in visual images and voiceannouncements. Specifically, real time road traffic
information for a wide area with a maximum of
1,000km is transmitted by ITS Spots and the carnavigation units perform Dynamic Route Guidance,
which searches for the fastest route in real time. The
ITS Spots also provide safe driving support
information, which alert drivers to sharp curves, thetail end of congestion, fallen obstructions, and so on.

3. Summary
In order for ITS Spot Services to steadily benefit
society by, for example, relieving congestion or
reducing accidents, ITS Spot compatible on-board
units must further penetrate. To do so, informationmust be provided to general drivers so they will easily
understand the effectiveness of ITS Spot Services as
clarified by the monitor survey, and the services must
be improved with reference to the users’ evaluations.
Q. Which region do you live in?
Kyushu/Okinaw
九州・沖縄
a 51 (10%)

51名（10%）

Hokkaido
38
北海道
38名
(75%)
Tohoku
19
（7%）
東北
19名
(4%)
（4%）

Chugoku/Shiko
中国・四国
ku 53 (11%)

North
Kanto
34
北関東
34名
(7%)

53名 （11%）（7%）

South Kanto
99
南関東
99名
(20%)
（20%）

Kinki 97

2. Users’ evaluations of ITS Spot Services
The Ministry of Land, Infrastructure, Transport andTourism has lent ITS Spot-compatible car navigation
systems to about 700 monitors nationwide since 2011
to perform a monitor survey in order to collect theviews of users to be used to clarify the effectiveness of
the introduction of ITS Spot Services in full-scale
operation, and to study ways of improving these
services.
The monitors include general drivers, executive
officers, affiliates of Chamber of Commerce andIndustry, affiliates of Trucking Association, bus
drivers, taxi drivers, and rental car drivers. Threequestionnaire surveys will be conducted: one on thewebsite and one interview survey from September
2011 to February 2012.
The questionnaire include inquiries regarding
driving purpose, driving frequency, whether monitors
are or are not familiar with the service, situation ofutilization of the service, effectiveness of the service.
Part of the results of the questionnaire surveys areshown in Figure 1. At the time of the survey, theservices had been operating only a short time, so lessthan half of the monitors had received the information.
On the other hand, more than 70% of those who had
experienced receiving information answered that it
was actually “Very useful”, or “Useful”, revealing thatthe users generally gave positive answers regarding
the services.

近畿
97名
(19%)
（19%）

Hokuriku
北陸
26名26
(5%)
（5%）

Chubu
83
中部
83名
(17%)
（17%）

[n=500]Q. Was dynamic route guidance actually useful?
役立った
Useful:
まったく役に立たな
Useless
かった
1%
1%

Neither
useful nor
非常に
どちらとも
useless Very useful
役立った
いえない
19%
20%

total
71%
計 71%

20%

Not very
あまり役に
useful
9%
立たなかっ
た
9%

やや
Useful 51%
役立った

51%

[n=153]

体験回答者数 153

Q. Was safe driving support information (roadclosures, obstruction information) actually useful?
まったく役
に立たな
Useless
かった

2%

2%

あまり役に
Not very
立たなかっuseful
た
4%

4%

役立った
Useful:Neither
どちらとも
useful nor
useless
いえない
19%

19%

total
75%
計 75%
非常に
Very
useful
役立った
37%

37%
やや

Useful 38%
役立った

38%

体験回答者数 192[n=192]

Figure 1. Questionnaire Survey(Carried out November 2011)[Reference] ITS Spot Service web site
http://www.mlit.go.jp/road/ITS/j-html/spot_dsrc/

●Research Trends and Results

Collection System for Probe information from ITS SPOTs
KANAZAWA Fumihiko, Head
SAWADA Yasumasa, Senior Researcher
WAKAZUKI Takeshi, Researcher
IWASAKI Takeshi, Guest Research Engineer
Research Center for Advanced Information Technology, Intelligent Transport System Division(Key words) Probe, ITS Spots, traveling speed survey
1. Introduction
In the autumn of 2009, private companies began tosell ITS Spot compatible car navigation units, androad traffic information provision and safe driving
support information provision services (ITS Spot
Services) using ITS Spots started operating. In 2011,
ITS Spots were installed nationwide and are now
operating at about 1,600 locations, mainly on
expressways.
The communication technology used to operate ITS
Spot services is characterized by the ability to perform
high speed and high volume two-way communications,so that it not only provides road traffic information in
one direction from roadsides, a capability ofcommunication technologies already in use forordinary road traffic information provision services(downlinking), it also permits information to betransmitted from vehicles to the roadside systems(uplinking).
So the Ministry of Land, Infrastructure, Transport
and Tourism has, based on specifications prepared by
the National Institute for Land and InfrastructureManagement, built a system which collects probe
information (vehicle position (latitude, longitude, timeetc.) and behavior (forward acceleration, lateral
acceleration etc.) from ITS Spot compatible carnavigation systems through IT Spots (below called“probe system”) and began collecting data in April
2011 (Fig. 1).
Uplinking probe
プローブ情報information

をアップリンクITS
Spot compatible
ITSスポット対応
car navigation (sales
カーナビ
began
in Oct. 2009)(2009.10から販売開始)

When car travels under an ITS Spot, its
ITSスポットの下を走行した際に、これまaccumulated probe data is uplinked.
で蓄積したプローブ情報をアップリンク

ITS SpotsITSスポット(Installedat about 1,600(2011年高速道路上を中
locations, mainly on
expressways,
in 2011)
心に約1,600箇所整備)

Downloading
ダウンロードIntranet
イントラ

Road managers
各道路管理者

Probe server
プローブサーバ(Gathers, consolidates, and（プローブ情報の集積、集約、
aggregates probe information
集計等（2010年度整備））(provided in 2010)

Figure 1. Configuration of the Probe System(Simplified)
2. Application to traveling speed surveys
Traveling speed obtained by traveling speed surveys
is the most basic index used to represent the roadservice level. In the past, results of traveling speed
surveys, mainly for specified single days (business day,holiday) were reflected in policies, but using probe
information to constantly monitor traveling speed
permits monitoring of the fluctuation of the service

level on a road (clarifying and assessing singularities
or seasonal fluctuation etc.), which could not belearned by past surveys, permitting more advanced
and efficient traveling speed surveys.
So a probe server, which is part of a probe system,
can aggregate and process the collected probe data tocalculate the traveling time for fixed sections of a road,permitting constant monitoring of traveling speed.
Road managers can download travel time data throughthe internet (Fig. 2).
旅行時間のダウンロード画面
Travelingtime download screen[1]
Select location (can
①箇所を選択also be selected from
（地図からも選択可）
map)[2]
Select road type
②道路種別を選択[3]
Select time period③期間を選択[4]
Click on Download④ﾀﾞｳﾝﾛｰﾄﾞをクリック

For
the selected location, road type, and time period,
選択した箇所、道路種別、期間について、DRMリンク単位
thetravel time by day of week, time period (15 minute
毎に、日別、時間帯別（15分帯）、上下線別の旅行時間を
units), and by inbound/outbound lane are output in CSV
CSV形式で出力
formatfor each DRM link unit.

Figure 2. Traveling Time Download screen
3. Future development
Applications will be developed to analyze probe
information and display the results so that thecharacteristics (precision for example) of probe
information collected by probe systems will beclarified at the same time as road managers will beable to monitor changes in road traffic conditions
during disasters or to clarify and explain the effects ofprojects such as the construction of new roads.

●Research Trends and Results

Establishment of the environment for technicalmeasures for the operation of ITS Spot services
KANAZAWA Fumihiko, Head
SAWA Jumpei, Senior Researcher
OKADA Hiroichiro, Researcher
MAEDA Takeyori, Guest Researcher
Research Center for Advanced Information Technology, Intelligent Transport System Division(Key Words) ITS Spot, operating technique study working group
1. Introduction
ITS Spot services were launched nationwide inMarch 2011. About 1,600 ITS Spots are installed,
mainly on expressways, providing wide area roadtraffic information and safety driving assist and otherservices. It is expected that compatible OBUs (OnBoard Units) will be installed in about 10 million
vehicles during the next five years.
The ITS Division of the NILIM has established the
Operating Technique Working Group to ensure thesmooth operation of ITS Spot services. Specializing intechnical aspects of the operation of ITS Spots, itclarifies challenges etc. and solves various problems.
Besides that, the Division built a test course at the
NILIM, and technically makes the causes obvious andevaluates the effects of countermeasures. Its members
include the ITS Program and Policy Office of theRoad Bureau, Regional Development Bureaus, andhighway companies, plus private sector OBU makers,
and RSU (Road Side Unit) makers, and it has been
held about every three months since June 2010. This
paper reports the studies at the Operating Technique
Working Group.
2. Technical measures
In 2010, to start nationwide services at the end of
the year, it studied methods to conduct connection
tests, harmonizing technical standards and services.
In 2011, after the start of nationwide services, it
took various measures for errors and problems whichappeared immediately after the startup. The importantmeasures are reported as below.
(i)Countermeasures against defects whichappeared after the launch
Highway companies and Regional Development
Bureaus reported results and problems withinteroperability among various RSU and OBU makers
at the working group in April 2011. Many of themwere kinds of errors fixed separately, such as“inability to make communications” or “failure to
output voice information” in some combinations of
RSUs and OBUs due to the combination of different
makers. Especially in the case of RSU, which
frequently cause errors or other problems, OBUs

specially designed to check and analyze were used torecord data-log and clarified. The initial problems
were almost all resolved by these activities.
(ii) Arrangement of standards for maintenance of
ITS Spot equipment
The working group defined the inspection items andinspection cycle needed for each type of equipment. It
has set inspection standards not only for ITS Spots,
but for servers and other center side equipment.
(iii) Building the NILIM Test Course
The test environment on the testing track at the
NILIM was built in order to provide an actual
environment which enables us to take measures forerrors caused by combinations of RSU and OBU madeby different makers, and to perform interoperability
tests when new functions are added or software is
upgraded.
Roadside equipment made by six makers operating
on expressways was installed on the test course, sothat test vehicles equipped with OBUs can be testedon the test course. It has the following beneficial
characteristics.
・ Two-way communication testing between
equipment from all makers can be done.
・ An actual environment can be reproduced(traveling speed, communication with multiple
vehicles, etc.)
・ Testing can be done efficiently and rapidly.
The installation of RSU was completed in
November 2011, and the working group members
performed tests in order to technically evaluate causesof problems and countermeasures.
3. Summary
The establishment of the Operating Technique
Working Group and the building of the test course
have created an environment allowing measurement oftechnical problems rapidly with ITS Spots. In the
future, the working group will aim to improve thereliability of the system, operate it smoothly, deploy
ITS Spot services, and contribute to safe, comfortable,
and eco-friendly road traffic.

●Research Trends and Results

Advanced road management using
imagery probe information
KANAZAWA Fumihiko, HeadSUZUKI Shoichi, Senior Researcher
MOTOMIZU Shota, Researcher
MAEDA Takeyori, Guest Research Engineer
Research Center for Advanced Information Technology, Intelligent Transport
System Division(Key Words) ITS, imagery probe information, road management, anomalous phenomena detection
1. Introduction
In the past, studies to apply technologies for the
analysis of images collected by cameras installed onroad sides have been used to clarify anomalous
phenomena and traffic conditions in order to manage
roads more effectively and more efficiently. In recent
years on the other hand, it is predicted that the numberof vehicles equipped with on-board cameras toimprove traffic safety will increase in number. And
researches have been performed to develop
technologies which will utilize imagery probe
information that combines imagery information
obtained by such in-vehicle cameras with positioning
information to judge the dryness/wetness of the roadahead1), and research on the concept of drive recordersystems comprised of full-time-archived drive
recorders in combination with smart phones 2). This
report introduces an outline of a study in the ITS field
which, by combining image processing technology
and information communication technology, will be
developed for advanced road management by letting
road operators use imagery probe information.

Photo 1. Example of an In-vehicle Camera Installed
on a Rear-view Mirror
2. Conceptual model for utilization of imagery
probe information
Figure 1 shows a conceptual model for utilization ofimagery probe information. The model is comprised offour functional units. The first is “Data collection”
which means collecting images and positioning
information; the second is “Phenomena detection”
which uses the data collected to detect somephenomena; the third is “Data transmission” which istransmitting collected data or the results of detection;and the fourth is “Data management” which is usingtransmitted data for advanced road management. Of
these, “Phenomena detection” is performed either on
the on-board unit side or the center side according to
the adopted technologies and the functional
requirements.
Detecting timing,
detecting phenomena,technologies, etc.

Data collection

Image data format, in-vehicle
camera functions, collecting
timing, trigger, etc.
Data transmission

Phenomena
detection

Transmission timing, data
volume, transmission
medium/method, etc.
Data management
Scope of data management
and utilization, etc.

Figure 1. Schematic Figure of Conceptual Model andExamples of Technological Challenges
3. Future prospect
In order to use imagery probe information foradvanced road management, we will clarify
technological challenges in each unit of the conceptualmodel and carry out research and development toresolve them. Moreover, we will study how to treat
security and privacy issues of imagery probe
information, and a business model for using imagery
probe information for advanced road management.
[Reference]
1) Tanaka, Morie, et al.: Dry/Wet Judgment ofRoad Surface Using Gabor Filtering of Vehicle
Camera Images, IEICE Technical Report,
ITS2010-63, IE2010-138, p.263-267, February
20112) Shimada, Inoue et. al.: System Proposal of
Always-archived Drive Recorder by using Smart
Phone and “Vider” New Video Services, IPSJ SIG
Technical Report, Vol. 2009-ITS-38 No. 2,
September, 2009

●Research Trends and Results

Possibility of applying digital trail data to trafficplanning
IMAI Ryuichi (Ph.D.), Researcher
IBOSHI Yuki, Researcher
Research Center for Advanced Information Technology, Information Technology Division
HAMADA Shunichi, Green innovation researcher
Research Center for Advanced Information Technology(Key Words) Trail data, bus smart card data, probe car data
1. Introduction
The Research Center for Advanced Information
Technology is researching methods of obtaining andusing multiple digital trail data using Information
Technology as a measure to effectively support theenactment of traffic plans by the national governmentand regional governments. In 2011, the Center
performed research on methods of using trial dataobtained by bus smart cards and probe cars, focusing
on the enactment of plans for the improvement oftraveling near bus stops and on the clarification of theeffectiveness of small-scale road improvements.
2. Use to prepare measures to improve travelingnear bus stops
Trail data from bus smart cards was used to abstractfrom among all bus stops in Saitama City (1,116 bus
stops), the top 30 in terms of number of users, andclarified the actual state of use by busses (usage rates
during commuting periods, on holidays, etc.). Then
trail data from probe cars (ordinary automobiles) was
added and the actual state of travel by busses and by
ordinary automobiles (average traveling speed, or
fluctuations) was clarified. The rate of obstruction of
travel at bus stops was calculated based on thetraveling speeds of busses and of ordinary automobiles,
and a comparative verification with the local situation
was done, confirming its effectiveness (see Fig. 1). In
order that analysis results are easy to use to prepare
traffic plans, the state of traffic for each bus stop wasclarified (visualized) in chart form.
3. Verification of the effectiveness of a road
improvement
Two kinds of trail data were used to measure theexpressed effect of intersection improvement done byextending the right turn zone by 60m. Specifically,
trail data obtained from bus smart cards and fromprobe cars were used to calculate the distribution of
average traveling speeds by time of day, by time of
day by day, and by month and the average travelingspeed of busses (see Fig. 2), confirming that cars wereno longer prevented from entering the right turn lane,
improving the punctuality of busses and smoothing the
progress of automobiles turning right.
4. Conclusion
This research confirmed that it is possible to apply

analysis combining multiple trail data to trafficplanning. In the future, we want to study methods ofuse including digital trail data obtainable from mobile
phones in addition to transportation (bus and railway)
smart cards and probe cars.
[Bus stops where traveling is obstructed]【走行阻害が発生している停留所】[Bus stops where traveling is not obstructed]【走行阻害が発生していない停留所

Difference between traveling speed of busses and of
バスと一般車の旅行速度差【縦軸】
ordinary automobiles [axis of ordinates]
40

Difference between traveling speed of busses andバスと一般車の旅行速度差【縦軸】
ordinary automobiles [axis of ordinates]
40

30

30

20

20

10

10
0

0
0

-30

-20

-10

0

-10
-20

Traveling
走行阻害発生-30
obstructed
32% 32%10

20

40 -4030

Differencein traveling
一般車の停留所直前
speed
of an ordinary
での旅行速度差
automobile just before
a bus stop
[axis of abscissas]

-30

-20

-10

0

-10
-20

Traveling
走行阻害発生-30
obstructed
4% 4%

10

20

30

4

Differencein traveling
一般車の停留所直前
speed
of an ordinary
での旅行速度差
automobile just before【横軸】
a bus stop
[axis of abscissas]

-40

-40

一般車が
Following
automobiles
追い越しができない
cannot pass the bus

バスベイが整備してあり、
A bus bay
is provided, permitting
passing
追い越しが可能

Figure 1. Example of the Identification of Locations
where Travel is Obstructed
整備前（2009年3月）
Before improvement (March 2009)

Number ofDistribution of number of vehicles travelingbussesby bus traveling speed
バス台数（台）バス走行速度帯別の走行台数分布図
120
Before
平均13.8km/h
Average 13.8km/h
2009年3月
March
2009
整備前
improvement
2010年3月
March
2010
100
Average
13.2km/h
平均13.2km/h

Distributed at

相対的に
relatively low
density
低密に分布
Average
13.2km/h
平均13.2km/h

Standard differential 1.56

標準偏差 1.56

Relatively
wide speed range
相対的に広い速度幅

80Improved punctuality
定時性が向上60

Afterimprovement
整備後（2010年3月）(March 2010)

40
20

After improvement
整備後

Distributed
相対的に atrelatively
high
高密に分布
density

0
8

9

10

11

12 13 14 15 16 17
Speedband (1km/h)
速度帯（1km/h刻み）

18

19

20

Average
平均13.8km/h
13.8km/h
Relatively narrow
相対的に狭い速度幅
speed range

Standard
標準偏差1.22
differential 1.22

Figure 2. Change of Bus Traveling Speed Distribution
by Road Improvement[Reference]
Hamada, S. Imai, R. Iboshi, Y.: Support for the study of
improving bus traveling using trail data and verification of
the effectiveness of road improvements, Civil Engineering
Journal, pp. 22-25, October 2011.

●Research Trends and Results

Public release of the CommonMP Element Model
Library
KIKUMORI Yoshito, Senior Researcher, Climate Change Research TeamYOSHITANI Junichi, Research Coordinator for Watershed Management
River Department(Key words) Hydraulics/hydrological analysis, element model, consortium
1. Introduction
The River Department publicly released theCommonMP (Common Modeling Platform forwater-material circulation analysis) on its web site1) inMarch 2010. CommonMP is a platform for analysis
models which can be run linked to multiple hydraulicand hydrological models (flood routing or inundation
models, hereinafter referred to as “element models”) inorder to analyze water and material circulation in river
basins on a personal computer. This is a report on the
recent start of operation of the Element Model Library,which lets anyone register and use element models.
2. Operating the Element Model Library
The first version of the platform was released in
March 2010, but with insufficient types of element
models, the use of the CommonMP was limited. The
Element Model Library has been provided so that the
NILIM, which developed the CommonMP in order toexpand the use of CommonMP and element models, canlet as many users as possible use element models.
Element models that are registered in this library havebeen self-checked by element model registration

applicants themselves according to the CommonMP
element model registration and public release procedures,permitting the unrestricted use of these element models
within the range of usage authorization conditions. And
users themselves can register element models they havedeveloped in the library.
3. Future endeavors
To register an element model, its developer personallyperforms a self-check. Regarding the check method ofregistration, members of the CommonMP development
and operating consortium2) have argued that it is suitablefor it to be done by a certification body in order to ensure
objectivity. In the future, registration in the element
library will be promoted at the same time as certification
by a certification organization will be made a reality.
[Reference]1) http://framework.nilim.go.jp
2) http://framework.nilim.go.jp//news-link/
090807.html

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●Documents

Major Disaster Surveys
1 Field survey and guidance based on the nature-oriented river works advisor system for emergency projects to deal
with severe damage and disaster assistance projects (Niigata Prefecture, Wakayama Prefecture)
From July 27 to 30, 2011, parts of Niigata and Fukushima Prefectures were struck by record breaking heavy rain
exceeding the torrential rain which struck Niigata and Fukushima Prefectures in July 2004, causing damage along
the Igarashi River, the Agano River and so on. We advised on forms of revetments and embedding according to
the causes of the damage, and gave advice on the design of new channels and the treatment of revetments andwatersidess taking account of environment, for the Igarashi River, Shiotani River, and Hane River. Because theAgano River includes a river cruising course, we gave guidance about revetments considering the scenery and theheight of polders.
Typhoon 12 brought record-breaking torrential rainfall exceeding a total of 1,800mm at places on the Kii
Peninsula, causing damage on rivers including the Hidaka River, Ota River, and the Nachi River. For the Hidaka
River, we gave advice on methods of improving the levees after confirming the flood control functions of the open
levees. For the Ota River, we advised on excavation method which conserved the riparian forests growing
continuously at the waterside of the low water channel. For the Nachi River, we advised on the setting of thechannel profile foreseeing its future change which had been buried by this disaster and provided guidance on amethod to consider the world treasure, the Nachi Taisha Shrine.
FUJITA Kou-ichi, Director
River Department
HATTORI Atsushi, Head
FUKUSHIMA Masaki, Senior Researcher
River Division
AMANO Kunihiko, HeadONUMA Katsuhiro, Senior Researcher
Environment Department, River Environment Division

2. Damage survey on the Igarashi River of the Shinano River System after the Niigata-Fukushima torrential rainfall
Torrential rainfall in Niigata and Fukushima Prefectures in July 2011 caused severe damage to rivermanagement structures, including breached levees on the Shinano River System and the Agano River System. The
River Division responded to a request for the dispatch of staff to survey the damage, by inspecting the ShinanoRiver, Igarashi River, and Kariyata River on the Shinano River System, and the Agano River on the Agano River
System. They confirmed the state of breaching and leakage of levees, and discussed their causes, and at the sametime, confirmed the state of damage to revetments etc., which had been restored after damage which occurred inJuly 2004, and discussed future countermeasures.
HATTORI Atsushi, HeadRiver Department, River Division

3. Survey of damage to the Onodani River on the Shingu River System caused by Typhoon 12
The impacts of Typhoon 12 caused record-breaking rainfall in the southern part of the Kinki Region, triggeringlarge-scale failure of mountain sides along the Shingu River System and in the surrounding mountainous land, andat the same time, severely damaging management facilities on the downstream river courses, by breaching levees
for example. The River Division responded to a request to dispatch staff to inspect the damage, by carrying out
inspections on the Shingu River and Onodani River on the Shingu River System and on the Nachi River on the
Nachi River System. The inspectors confirmed the state of damage in a case where a polder was completely
submerged by a flood discharge far higher than the levees, and state of damage when a river course in a narrow
mountainous area was blocked by sediment so the flood discharge flowed across the protected area. They also
discussed future countermeasures.
HATTORI Atsushi, HeadRiver Department, River Division- 1 -●Documents
4. Field Survey of damage to bridges due to the Niigata and Fukushima Torrential Rainfall of July 2011
Concentrated torrential rainfall which occurred in Niigata and Fukushima prefecture from July 27 to 30, 2011abruptly raised the river’s water level, causing damage including inundation and landslides. Many bridges in theriver basin were damaged due to the effect of inundation.. The Bridge and Structures Division conducted a surveyof the damaged bridges , mainly on Route 252 alongside the Tadami River. They confirmed conditions of thesuperstructures which were washed away, damage conditions in regards to abutments and piers, and damage tostiffening girders deformed by the effect of the rising river water.
TAMAKOSHI Takashi, HeadRoad Department, Bridge and Structures Division- 2 -●Documents

Major International Conferences
1. The 27th US-Japan Bridge Engineering Workshop and the 15th MLIT/FHWA Bridge EngineeringMeeting (Japan:
November 7 to 9, 2011)
The US-Japan Bridge Engineering Workshop is held annually, alternately by the U.S. and by Japan, as anactivity of Working Committee G (traffic systems) established under the US-Japan Panel on Wind and Seismic
Effects, making up the United States-Japan Cooperative Program in Natural Resources (UJNR).
At this workshop, which was held in Tsukuba, participants presented papers concerning the Great East Japan
Earthquake, tsunamis, seismic retrofitting, evaluations of load bearing capacity, maintenance, inspections, etc.
(Japan side 17, U.S. side 13), and discussed and exchanged views concerning the papers.
The MLIT/FHWA intergovernmental conference is a meeting with the US Federal Highway Administration
concerning bridge structures, which is a cooperation theme under the US–Japan Agreement on Cooperation in
Research and Development in Science and Technology. At this meeting, the participants exchanged views
concerning methods of applying inspection data to bridge maintenance, impact of long duration earthquake motion
based on experience of the Chile earthquake which had occurred in February 2010, and the impact on bridges oftsunami caused by the Great East Japan Earthquake of March 2011. They also confirmed that both sides would
carry out continued exchanges of information and survey research in the future.
TAMAKOSHI Takashi, HeadNAKASU Keita, Senior Researcher
NOMURA Fumihiko, Researcher
Road Department, Bridge and Structures Division

2 The 18th ITS World Congress and Bilateral Meetings (U.S.: October 16 to 20, 2011)
The Intelligent Transport System Division, in cooperation with the Road Bureau of the Ministry of Land,
Infrastructure, Transport and Tourism, participated in the 18th ITS World Congress held in Orlando (U.S.). In
addition to announcing papers (6), its delegates took the rostrum to give presentations at special sessions (4sessions), and at the same time, participated in international side events held in conjunction with the World
Congress (2 workshops). And at bilateral meetings (with the U.S., European Commission, China, Korea), thedelegation exchanged information and discussed future cooperative research with each ITS related authority, and at
the same time, participated in several meetings and collected the most recent information concerning EU-U.S.
Joint Task Force activities on cooperative ITS.
KANAZAWA Fumihiko, HeadSUZUKI Shoichi, Senior Researcher
Research Center for Advanced Information Technology, Intelligent Transport System Division- 1 -