Message from the Director-General

Aiming for a Beautiful, Safe and Vital National Land
SAKAI Toshio
Director-General, National Institute for Land and Infrastructure Management

We of the National Institute for Land andInfrastructure Management (NILIM) are aiming tocreate beautiful, safe, and vital national land by
conducting surveys and research necessary for the
Ministry of Land, Infrastructure, Transport andTourism to be able to technologically, appropriately,and quickly implement its policies.
In regard to safety in particular, we are consciousthat this is the most important challenge we must faceto establish the infrastructure and prerequisite
conditions in all fields.
On March 11, 2011, the Great East Japan
Earthquake taught everyone in Japan many lessons. In
light of these lessons, we are conducting research inareas where improvements are essential to enact
necessary standards and apply them to restoration
projects etc. We are also conducting research needed
to introduce hard and soft measures to prepare to
respond as effectively as possible to the imminent
giant Nankai Trough Earthquake and an earthquake
directly under Tokyo. At the same time, as thedeterioration of public capital is emerging as a social
problem, in cooperation with other concernedorganizations, we are feverishly researching methods,
technologies etc. needed to efficiently and sustainably
maintain our public capital.
1. Comprehensive inter-disciplinary initiatives
To respond appropriately to these urgent challenges,
it is necessary that instead of blindly continuing past
initiatives, we conduct comprehensive studies aiming
at faster resolution of all challenges by adopting an
overall view including surrounding conditions.
Regardingpubliccapitaldeterioration
countermeasures which involve various challenges
and risks such as implementation systems or financial
problems of management bodies, it is vital that fromnow on into the future, we adopt a policy ofcomprehensively planning the most appropriate
problem resolution policies guided by awareness ofthe overall risk and closely linking organizations in all
disciplines, in addition to conducting research toclarify existing conditions, rationalize and increase theefficiency of inspection, diagnosis, and record keeping
methods and to improve repair and renewal methods
etc. in individual fields based on the characteristics ofeach field such as sewage works, rivers, roads ports
and harbors, building construction and urban affairs.
At the NILIM, specialized groups encompassing awide range of diverse disciplines related to public
capital conduct research in their respective areas ofexpertise, but we have also formed project teams toflexibly take comprehensive initiatives spanning many
disciplines. Such inter-disciplinary comprehensive
initiatives are counted on to achieve unprecedented
success by taking advantage of various networks
established both inside and outside of Japan.
2. A humble attitude toward technology
As a person who has long been involved inadministrative and technological policies concerning
public capital, I have recently reached two
conclusions.
The first concerns a humble attitude toward
technology. Generally, science and technology have
evolved with each acquisition of knowledge throughhumanity’s various experiences. Present knowledge isthe result of our unflagging efforts of the past, but it
will not continue to improve in the future; we must
adopt a humble attitude without being overconfident
in today’s science and technology, and at the sametime, based on present knowledge, we have to imagine
everything that could possibly occur in the future, oreven imagine the “unimaginable”, to continuously
devote ourselves to the task of preparing for these
events with both hard and soft measures.
It is extremely interesting to look back at theevolution of seismic technologies of bridges forexample. The first technical standards for road bridges
in Japan were stipulated in the Home Ministry Orderof 1886, National Highway Construction Standards,
but the first which specifically considered the impactsof earthquakes were presented in the Notification,
Bridge Abutment and Bridge Pier etc. Seismic
Methods issued in 1924 by the Civil Engineering
Bureau of the Home Ministry in response to damage

Message from the Director-Generalcaused by the Great Kanto Earthquake of September
1923. Later Japan experienced many disastrous
earthquakes such as the Niigata Earthquake of 1964,
Miyagi Prefecture Offshore Earthquake of 1978, andthe Hyogo-nanbu Earthquake of 1995, and after eachone, we conducted various tests to obtain new
knowledge which we applied to evolve design
methods, seismic standards and seismic technologies1).
Today’s seismic standards are based on research
conducted in response to the Hyogoken-Nanbu
Earthquake, and almost all bridges newly constructedor retrofitted in line with these standards were free offatal damage caused by earthquake motion of the later
Niigata Chuetsu Earthquake of 2004 and the Great
East Japan Earthquake of 2011. But damage caused by
the tsunami has revealed new challenges. We must
humbly and steadily continue research considering
these new challenges.

maintenance instead of an age of construction.”
Throughout their long history, the Japanese people
have devised various measures to improve theirnational land, with its harsh natural environment, inwhich we have suffered flood disasters of various
kinds every year and occasional massive earthquakes
while enjoying the blessings of its rich natural setting.
If people continue to live on this land for hundreds orfor thousands of years into the future, they will have towork hard to continuously and steadily maintain andrenew the public capital, which is resistant toearthquakes and other disasters and will reliably
perform the functions demanded by each age, andwhen they do so, it will be vital to harbor warm
feelings and dreams for the people who live on thenational land now and in the future. We must neverforget to dream of and remain constantly excited about
the future.

3. Pursuing dreams
The second is to constantly pursue our dreams.
In the spring of 2012, approximately 162km of the
Shintomei Expressway opened in Shizuoka Prefecture.
It is reported that this sharply cut congestion on theexisting Tomei Expressway at the same time as it
normalized the sharing of functions among the arterial
roads—the Shintomei, existing Tomei and National
Highway No. 1—and achieved an approximately 80%
level of satisfaction among users with the safety,
security, and comfort of the Shintomei Expressway2).
This road which, although only partly opened, hasquickly begun to function as a major new artery ofJapan, was constructed according to new geometricstructure standards intended to create roads which aresafer and more pleasant to use than past expressways.
This structural standard is based on experimental
research that started about 30 years ago on the 6km
test course at the NILIM. As a result of various latercircumstances, it took the people of Japan anextremely long time, more than 30 years in fact, totruly benefit from our experimental research's
effectiveness and achievements. For us who weredirectly involved in the project to varying degrees,
this unexpected and unnecessary long delay was
deeply regrettable. We had worked feverishly torealize our shared dream of building a network ofroads to serve as major arteries needed to support
Japan in the 21st century.
Later, the test course was used for a variety of tests
related to ITS, and ITS technologies, intended to let
people use roads more safely, pleasantly, and more
intelligently, will continue to evolve further as wecompete with the U.S. and Europe for leadership in
this field.
Everything conceived of and planned in the Showa
Period (1926 to 1989) has been generally completed,and some people say, “The future will be an age ofIn the future, we of the NILIM are determined to act
as groups of experts in a wide range of disciplines byapplying our overall abilities to carry out surveys andresearch needed to aim for a “beautiful, safe, and vital
national land” with humility and dreams and tocontinue to work to enable the people of Japan togenuinely feel our achievements as each appears.
[Sources]
1) Japan Road Association: Road Earthquake Disaster
Manual (Pre-quake countermeasures) 2006 Revision,
Sept. 2006
2) Shintomei (Shizuoka Prefecture) Impact
Adjustment Committee: One year after opening of the
Shintomei Expressway (Gotenba Junction – Mikkabi
Junction), --Traffic Conditions and Improvement
Effects of the Expressway 1 Year after opening, April
12, 2013.

Messages from Departments and Centers of NILIM
Greater Achievement in Studies of Disaster Prevention / Maintenance /Environment by Strengthening the Incorporation of Vertical andHorizontal Structures
FUJITA Koichi (D.Eng.)
Executive Director for Research Affairs
Keywords: cross-sectional approach, bird's-eye view of whole picture, count back from a goal, national land system

NILIM studies connect with the field for real
management and cover a wide range ofinfrastructure
The NILIM is "vertically structured" in that eachresearch department directly supports technologicalpolicy for a different kind of infrastructure or area (e.g.,
sewerage, rivers, roads, buildings, housing, urban areas,
coastal and marine areas, ports and harbors, or airports). It
is also "horizontally structured" in that each research
center addresses cross-sectional issues that fall under theheadings of management and informatization. Uniquely,
the NILIM maintains good communication withengineers who are implementing technological policy inthe field, while also researching a broad scope of highly
specialized issues in land and infrastructure management(Fig. 1).

Figure 1: Bird's-Eye View of National Land System --Research projects of NILIM cover about 70% of theitems above.

Reasons for increasing importance ofincorporation between vertical and horizontal
structures
As Fig. 1 shows, the national land system consists ofvarious fields, factors, and systems. For example, eachtype of social infrastructure is greatly different fromothers, much in the way that giraffes, hippos, and lions
are different. They are so different that we might beperplexed to think whether they need to be handled by across-sectional approach. However, just as giraffes,
hippos, and lions share a common ecosystem, various
kinds of infrastructure have common characteristics andare connected with each other—constituting a national
land system.
There are considerable differences in the current
approaches to maintain different kinds of infrastructuresuch as sewerage systems, river hydraulic structures, androads, which is becoming an important issue. However, acomparison of commonalities among types ofinfrastructure reveals that there are approaches that canand should be mutually adopted in order to appropriately
maintain our infrastructure.
Furthermore, in continuing to promote technology
policy for land and infrastructure management, it isnecessary to overcome various issues under ever morechallenging conditions, such as excessive external forces
and climate change, rapidly aging infrastructure, andcomplicated matters that must be coordinated when
implementing environmental conservation / restoration
projects. Under such circumstances, while upgrading theskills on each kind of infrastructure -- "giraffe," "hippo,"and "lion," it is necessary to pay attention to other matters,
look at them as groups, and then work out well-conceived
visions and measures.
In 2014, the NILIM will further strengthen theframework for incorporating its vertical and horizontal
structures, both in terms of organization andadministration. As reflected in the title of this paper, theprimary targets of such efforts are disaster prevention(disaster reduction and crisis management), maintenance(maintenance of social infrastructure), and theenvironment (conservation and restoration).
Points for leading horizontal function toachieve
It is not so easy to crosslink each research field.
Sometimes, the connection itself mistakenly becomes theobjective. For a horizontal structure to really demonstrate
a true effect, the following three points are essential.
(1) To assemble a complete picture of the issues, identify
targets, study approaches, and maintain perspective.
The complete picture should be founded on anunderlying basic principle that is in turn based on anunderstanding of real situations; no effort should beorganized abstractly or superficially. Figure 2 attempts toshow the overall composition of social infrastructure
maintenance from a viewpoint of "what should we workout." If any of the requirements, flows or cycles shown inthis figure is unsatisfied or inactive, an issue will occur
with maintenance.
As known from this figure, there are various points
where an issue could occur, e.g., technology development
processes, interfaces between needs and seeds when
applying such technology, the acquisition of technicalknowledge that constitutes the core of maintenance, andthe dissemination and practice of maintenanceengineering which necessarily includes building
institutional systems and securing human resource. In
each of these cases, the responsive measures will bedifferent. Looking at the situation as a whole, it isnecessary to make constant efforts to clarify what issues aproject aims to address. With such approach, it should
become easy to identify the matters for which ahorizontal structure is particularly useful, mattersaccumulated in past studies, results of approaches in otherfields, etc. Hence, a "next-best approach" can reasonably
be chosen.

approach that takes in all possible measures, combinesthem organically and make the best use of them, without
taking the approach of merely bundling the existing
results (i.e., what we know we can do) accumulated inindividual technical fields. Working backward from thegoal in Fig. 3 will upgrade the policy on individual
studies and automatically help provide perspective acrossindividual studies.

Figure 3: Relationship between Study ofDisaster Prevention and Mitigation Basedon an Understanding of Responses of the
National Land System to Events and
Implementation of Countermeasures (Inreference to discussions made by the crisis
management workshop, which is an internalcross-functional approach.)

Figure 2: Attempt to Map the Conditions forContinuous Good Quality Maintenance of Social
Infrastructure (In reference to discussions made by thestock management workshop, which is an internalcross-functional approach.)(2) Activities should be arranged by counting back fromthe goal.
Figure 3 shows a composition (the upper half of a
figure) wherein an event (external force) acts on thenational land system shown in Fig. 1 and causes adisaster that impacts people and society. The lower halfof the figure shows a situation wherein various technicalmeasures are developed and arranged in awell-coordinated way based on an understanding of the
response of the national land system. These measurescontribute to preventing or mitigating damage.
To address a serious disaster, such as a Nankai TroughEarthquake or earthquake directly under Metropolitan
Tokyo, which is expected to be broad and complex, it isparticularly important to establish specific objectives thatwill minimize the damage in target areas, and choose an

Vertical and horizontal structures working
hard together
This is the third point. As a major premise forhorizontal structures to achieve results, vertical structures,that is to say, technologies in each field should be firmly
established on the ground. It is difficult to accurately
assemble an overall approach and also advance eachtechnical field. Yet, we have to do just that. We must face
this mission straightforwardly and work hard together sothat the two structures will strengthen each other. I would
like to believe that an approach with such a goal will leadto greater achievement in studies of "technology policy
for land and infrastructure management."

Messages from Departments and Centers of NILIM

Aiming at Improvement in Sewerage Management
TAKASHIMA Eijiro, Director
Water Quality Control Department
Keywords: comprehensive strength, management, total balance

1. Sewerage system provides ultimate service
Treatment of excrement and wastewater is very
important for communities. With sewerage systems, thesecan be easily treated. With an urban piping network,
waste matter can be transported utilizing water andgravity.
Sewerage system users are required to pay a sewerage
service charge for the benefit of using the system and a
fee based on the polluter-pays-principle for treatment ofpollution in public waters. Sewerage service covers not
only communities but also the natural outdoors andenvironments, such as aquatic eco-systems.
Sewage consists of wastewater and rain water, as thetreatment of rain water is also essential for communities.
In Japan, a tax is used to fund measures to drain rainwater, but that tax and sewerage service charge are thesame in that they are both paid by residents. Waste
water and rain water are quite different in how quantity ismeasured and how they are treated, as well as in quality,
so sewerage personnel must have broad knowledge about
them.
Sewage contains biomass energy, resources such as
nitrogen and phosphorus, and heat, which are discharged
as a consequence of human activity. Technologies forrecovering and utilizing these resources are progressing.
Such technologies should be further developed andexpanded by solving cost problems in order to contributeto the formation of a recycling society.
2. Some specific areas of sewerage management
The key to management must be comprehensive
strength. Without a total balance amongst organization,planning, construction and reconstruction, operation,
maintenance, and financial considerations, it is difficult tosustain the management of works in the future.
Moreover, there are some specific areas of seweragesystem management. This section highlights keywords
and matters of interest concerning these areas.
(i) Stock management: Safety assurances, function
maintenance, reduction of life-cycle costs, costequalization, etc.
As a special note, total length of sewage pipes laid hasreached about 450,000 km, equivalent to slightly morethan 11 circles around the earth, and a sharp increase in
old pipes is henceforth expected. It is, therefore, an
important priority to establish efficient measures in orderto prevent disasters by studying past cases of roadsubsidence due to deteriorated sewage pipes, as well as
data concerning pipeline degradation. It is also necessary
to accelerate the planning of efficient measures that are
affordable even to local governments with small budgets.
Such measures may include the development,
introduction, and evaluation of accurate, quick, andcost-efficient methods for surveying and diagnosing
deterioration, as well as life extension measures such as
partial restoration.
(ii) Water environment management: Water quality
conservation in public waters, improvement of water use
systems, rain water management, etc., required from a
broad / recycling viewpoint.
It is necessary to keep a good balance between theamount of energy used for water quality improvement /water utilization and the level of water treatment. For
what regards the water quality of public waters, such asbays, management has recently been requiredconsiderations for balanced ecosystems, fishery resourcesand other facets rather than focusing entirely on reducing
nutrients. In addition, to control damage caused byinland water inundation, it is required to properly assess
the capability of existing infrastructure and establish
measures to mitigate inundation damage caused by
localized heavy rains, etc. in cooperation with sewerage
and river projects, and other organizations.
(iii) Energy resource management: Recovery ofnutrients and energy from sewage, control of greenhousegases (CO2, N2O, etc.), and recovery of urban waste
heat.
The Breakthrough by Dynamic Approach in Sewage
High Technology (B-DASH) Project is underway todemonstrate advanced technologies. From 2014, theprojects, such as producing hydrogen from sewage sludge
and developing energy-saving water treatment, havebegun.

(iv) Risk management / Crisis management
As a risk related to water quality, there is the potential
harm to people and ecosystems from chemicals or
pathogenic microbes contained in sewage.
Whenreutilizing sewage treatment water, it is necessary to
manage water quality risks according to application, andshow consideration for such standards. The spread ofsewerage systems has improved the control ofwater-borne infectious diseases such as cholera, which
had killed many people, and extreme water pollution.
However, it is still necessary to evaluate and takemeasures against an enormous number of chemical
substances and medicines in sewage. These substances
are used not only by factories but also at home, and flow
into the environment via sewerage systems.
It is also necessary to take preventive steps as well as
responsive action for emergency cases, such as theoverflow of wastewater from sewerage systems, which
occurred in the Great East Japan Earthquake. It is also anurgent issue to take structural and non-structural
measures assuming the occurrence of major earthquakes
and tsunamis.
3. Reinforcement of financial thinking
For sewerage projects, corporate accounting has been
introduced by local governments and the practice isspreading.
Depreciation costs are important forindustries with very large fixed assets such as a seweragesystem. To depreciate costs means to account for theannual decrease in the value of newly installed fixed
assets based on usage as non-cash expense in annual
profit and loss statements. It is also necessary to
account for revenue against costs in a given year.
Depreciation costs are calculated based on thepredetermined length of life of the asset, so if the asset isused in excess of the predetermined life, it will produce
profits.
In some cases, however, life extension may beinappropriate for some sewerage infrastructure and it may
be more appropriate to rebuild the said infrastructure at
relatively short intervals in line with technologicalinnovation.
Infrastructure for resource / energy
recycling is of this type. The materials should be
simplified in light of the recovery of initial costs during
the life of the infrastructure.
The payment of interests arising from a loan for
constructing the asset is also recognized as an expense on
profit and loss statements. Since interests accrue every
day once the construction funds have been borrowed,
efforts should be made to deliver the best possible effectas early as possible.
With such financial thinking, it is important to either
ensure adequate income against expenses (maintenance +depreciation + interest expenses) or adjust expenses in
response to the estimated income.
The financial situation of most local governments isbad. As depopulation and aging progress, water usage
will fall and subsequently income derived from that usage
is expected to decrease. Under such circumstances, itwould be difficult to ensure business sustainability
without addressing stock management, risk management,
etc.
Accordingly, it is increasingly necessary to simplify
matters by applying past experience to reduce costs andset priorities, etc. However, it should be noted that
failure to ensure financial resources for proper
maintenance will shorten the life of the infrastructure andcause problems.
Furthermore, measures to increase the value of existing
infrastructure should be aggressively considered. Suchmeasures might include energy generation using local
biomass other than sewage.
4. Roles of NILIM
Local governments take charge of sewerage projects
and their financial and technical capabilities are various,
ranging from big cities to small municipalities.
The roles of our department in NILIM are as follows.
(1) Raising technical capability across the country bymeans of analysis, evaluation, and development ofadvanced findings and technologies. (2) Utilization of awide range of information, including existing
maintenance results, from all over the nation. (3)Introduction and evaluation of technical developmentsthat particularly lead to cost reductions. (4) Making
such information available to local and regional
governments and other stakeholders.
Therefore, we will promote the study of technicalpolicies for sewerage systems with the aim to improve
management in ways that maintain a total balance.

Messages from Departments and Centers of NILIM
Structural Measures That Promote Non-structural Measures
TORII Kenichi (Dr. Eng.), Director
River Department
Keywords: comprehensive disaster prevention measures, non-structural measures, structural measures, durability,
resident participation

1. Introduction
Damage from the massive earthquake and tsunami in
the Great East Japan Earthquake revealed the limit ofconventional disaster prevention measures, which were
too much dependent on tide embankments, etc.
Consequently, two levels of tsunami were newly
established as a magnitude basis for disaster prevention /mitigation measures, i.e., "Level 2" tsunami, which is the
maximum level, and "Level 1" tsunami, which is more
frequent and lower in height than Level 1 but causes
major damage.
For a Level 1 tsunami, countermeasures focus on
structural measures such as tide embankments, while
countermeasures for a Level 2 tsunami focus on
non-structural measures place a priority on protecting thesafety of people thus center on the evacuation of local
residents, etc.
For disaster prevention and other infrastructure, it ispossible to maintain the original disaster preventionfunction when the infrastructure manager provides
maintenance. In contrast, non-structural measures thatmainly constitute the countermeasures for a Level 2
tsunami are premised on the evacuation of residents,
which gives rise to uncertainties, such as whether people
can remain aware of disaster prevention or whether it ispossible to establish a system that lasts for 1,000 years.
So far, disaster prevention education and other efforts
have been made to reduce such uncertainties. This
paper introduces and discusses a number of cases
concerning the possibility of reducing such uncertainties
of non-structural measures by using structural measures.
2. Green tide embankment
Figure 1 shows the cross-section adopted in the Iwanuma
Coast Restoration Project on the southern coast of Sendai
Bay. This is called a "Green Tide Embankment," wherean embankment is constructed on the slope of a "resilient
coastal dike," as studied by NILIM, covered with trees,and further provided with means for increasing the effectof disaster mitigation.
In building this dike, the project owner (Tohoku Regional
Bureau) constructed the embankment, while otherconcerned organizations and associations undertook the
initiative of planting trees and many local people fromwide areas actively participated in the planting.
It is important to provide local residents opportunities toactively participate in the development of disasterprevention infrastructure in order to keep the aware ofdisaster prevention and future developments of disasterprevention infrastructure.

Surplus soil from other construction
works and debris are used for thebase of vegetation.
Sea

Shore
Embankment

figure 1: Greed Tide Embankment (Future image with growntrees) 1)

3. Hill of Hope for One Thousand Years
Iwanuma City, Miyagi Prefecture, suffered serious
damage and 181 deaths, when about 48% of the city area
was flooded by the tsunami of the Great East Japan
Earthquake.
In addition, many trees planted forprotecting the shoreline were also swept away.
As a restoration project and effort in disaster reduction,
Iwanuma City developed the "Hill of Hope for One
Thousand Years", which built a tsunami breakwater that
reduces the force of tsunamis as new social infrastructure
for protecting multiple coastal areas. The City is also
proceeding with a plan 2) to develop the area including the"Hill of Hope for One Thousand Years" as a memorial
park with the aim of educating future generations about
the magnitude of the tsunami that hit and what they
thought about it.
According to Iwanuma City, "it is necessary toconstruct hills using earthquake debris (recycled material)and planting trees to reduce / disperse the force oftsunamis and to develop, grow, and maintain them as
evacuation areas and a base for biodiversity. Also, theHill of Hope for One Thousand Years is an opportunity torealize an advance model of restoration as well as ahistorical project for conveying the thoughts and prayersof individual citizens and the many lessons learned fromthis disaster to children one thousand years from now." 2)
According to the plan, 15 hills, each T.P.+8.0-10.0 m
in height, and a garden road extending about 10 km will
be constructed as a disaster prevention park with thefunctions to reduce the force of tsunamis, serve as anevacuation area, etc.. For the first hill and garden road

were constructed using donations from across the country,
and trees were planted by about 4,500 volunteers.
Thus, developing the hill as a memorial park andproviding citizens with an opportunity to participate intree-planting are expected to keep people aware ofdisaster prevention.

Figure 2: Image of Hill of Hope for One Thousand Years(Taking a walk in "Hill of Hope for One Thousand Years") 2)

4. Hiromura Embankment
After the tsunami caused by the 1854 Ansei Nankai
Earthquake, Goryo Hamaguchi, famous for setting rice
sheaves on fire as a beacon that guided residents to safe
ground, started the construction of a tide embankment 5
m high and 600 m long in 1855 at his own expense. He
employed village residents, and completed it in 1858.
Consequently, village residents were directly involved in
the construction of the embankment.
Then, in 1903, 50 years after the Ansei Nankai
Earthquake, volunteers of Hiromura started to theceremony by piling up the soil on the embankment inorder to remember the tsunami victims and honor theachievements and virtue of Goryo Hamaguchi, whoconstructed the embankment. This is said to be thebeginning of the current "Tsunami Festival." 3)This festival cements the relationship of residents with
the Hiromura Embankment that was built more than 100
years ago.
5. Comprehensive tsunami disaster prevention
measures
In 1983, 50 years after the Showa Sanriku Earthquake,the Ministry of Construction and the Fisheries Agency
reviewed the disaster prevention measures for Sanriku
Region and formulated "Guidelines for Comprehensive
Disaster Prevention Measures for Tsunami-Prone Areas(Draft)." These guidelines presented the concept ofprevention by means of structural measures forearthquakes equivalent to the Showa Sanriku Earthquake
and non-structural measures for the Meiji Sanriku
Earthquake; these concepts are similar to the concepts ofLevel 1 and 2 tsunamis introduced herein. Furthermore,in 1997, the Cabinet Office, Fire Defense Agency,
Meteorological Agency, and coastal authorities
formulated the "Guide for Reinforcing Tsunami Disaster
Prevention Measures in Local Disaster Prevention Plans."

In 2011, the "Law for Development of Tsunami Disaster
Prevention Regions" was established, stipulating
comprehensive tsunami disaster prevention as a
combination of structural and non-structural measures.
In the future, improvements to evacuation andnon-structural measures will be essential to prevent
large-scale damage by tsunamis, high tides, and flooding
as well as to restore the areas stricken by the Great East
Japan Earthquake. The issue will be how to keep
awareness of disaster prevention high among residents.
Meanwhile, structural measures have been supposed todemonstrate the effect of the designed external forces.
However, since the Great East Japan Earthquake, tideembankments are expected to be resilient to excess
external forces in order to gain as much time as possible
to mitigate disaster.
The example introduced herein speaks to a disastermitigation system that can be sustained for a thousand
years through maintenance of structural measures. In
order to ensure evacuation, which is an important factor
of major flood events, it is essential to strengthen therelationship between structural and non-structural
measures, in which more development in study andon-site approach is expected.
1) Website of Sendai Office of River and National Highway:"Leading to Tomorrow," Southern Sendai Bay Embankment
Restoration Project ---- "Green Tide Embankment" Iwanuma
Coast Tree Planting Ceremony
http://www.thr.mlit.go.jp/sendai/kasen_kaigan/fukkou/pdf/1307
11syokujyu.pdf
2) Website of Iwanuma City: Tsunami Breakwater "Hill of
Hope for One Thousand Years"
http://www.city.iwanuma.miyagi.jp/kakuka/040700/sennnennki
bounooka.html
3) Website of "Inamura No Hi No Yakata": Data room, tsunami
disaster prevention
http://www.town.hirogawa.wakayama.jp/inamuranohi/siryo_bousai.html

Messages from Departments and Centers of NILIM

Towards effective use and appropriate maintenanceof the road stock —Initiatives under a new organization—
MORI Nozomu, Director
Road Department(Key words) Road, road traffic, road structure, stock, effective use, maintenance

1. New Organization
During the past period of more than half a century
since the beginning of full-scale road construction,
roads have played a role as the infrastructure
supporting social and economic activities centeredon automobiles while forming a quantitative stock.
But, the environment surrounding roads has been
greatly changed and will continue to change. Thischange means that the stock which has been formed
should be used more effectively and the stock should
be appropriately maintained.
For road users, problems remain; namely roadtraffic accidents and congestion. Taking traffic
accidents as an example, 4,373 fatalities occurred in2013, which is 1/4 of the record-setting 16,765
fatalities which occurred in 1970, but fatalities ofpedestrians and cyclists has risen from about 38% of
all road traffic accident fatalities in 1993, which it wasat its lowest level, to about 50% in 2013. Annual
congestion loss time is about 5 billion hours, or about
40 hours per person. There are many problems related
to the use of the stock which has been formed,
requiring that the stock be used more effectively, by
improving road space or effectively use networks andso on.
Regarding the appropriate maintenance of the stock
which has been formed, problems with technology
methods, standards, systems, technological capability
etc. for the maintenance of aged and deteriorated
structures have been pointed out, requiring thattechnology methods be established and support
systems be constructed quickly. The Great East Japan
Earthquake showed the importance of opening roads
and of overlapping and alternate networks. To
improve wide area disaster prevention, it is necessary
to manage roads so that they can function as networks
immediately after a natural disaster.
Road related departments and centers of the NILIM
have worked in cooperation with concerned bodies
such as the headquarters of the Ministry of Land,
Infrastructure, Transport and Tourism in order totechnologically support such effective use andappropriate maintenance. But to be able to respond
more flexibly and appropriately, as shown in the
figure, beginning in FY2014, the Road Traffic

Road Traffic Department
Research Coordinator for Road Affairs
Research Coordinator for Road Traffic
Information Technology
Research Coordinator for Road Disaster
Prevention
Traffic Engineering DivisionRoad Environment Division
Intelligent Transport Systems DivisionRoad Structures Department
Research Coordinator for Road
Structures
Bridge and Structures Division
Foundation, Tunnel and Substructures
Division
Pavement and Earthworks Division

Figure. New Organization of Road Related
Departments in FY2014
Department and the Road Structures Department
which include necessary research coordinators anddivisions have been set up to conduct surveys andresearch.
2. For effective use of the stock—Road Traffic
Department
To reduce traffic accidents involving pedestrians or
cyclists and relieve congestion, road space planningand improvement methods centered on pedestrians andcyclists and bottleneck countermeasures are being
taken. The accident rate on expressways is about 1/10of that on ordinary roads, and CO2 emissions of asmall-size car on an expressway are about 2/3 of thaton ordinary roads when the traveling speed on eachtype of road is assumed to be 80km/h and 20km/h
respectively. Improving safety measures and reducing
congestion on the existing ordinary roads, andconversion of trips from ordinary roads toexpressways
accordingtotheirpurposes,origin/destination and so on both help reduce traffic
accidents, congestion on ordinary roads, and CO2
emissions, and the Panel on Infrastructure

Development , Road Committee, Basic Policy
Sub-committee and National Arterial Road
Sub-committee have, as one theme, discussed theintelligent use of networks.
ITS Spots have also been placed along ordinary
roads, so road managers can now obtain more
information about road traffic. Furthermore, there isinformation about the movement of automobiles andpeople that private companies collect, process, andprovide. Various ways of using these types of
information are considered, andeffective
applications are expected to be constructed in order
to effectively use the existing stock including
networks.
In order to effectively use such existing stock, theRoad Traffic Department will mainly undertake thefollowing research.
(1) Improvement of safety for pedestrians and cyclists
 Methods of promoting safety countermeasures forroads in residential districts
 Methods of designing bicycle paths(2) Effective use of information and of information
communication technologies
Information and information communication
technology studies are undertaken assuming thatthese can be applied to improve many aspects of roadtraffic, and we wish to continue these initiatives in the
future. Specifically, the following are given as
examples, Studies will include system design
considering necessity.
 Methods of clarifying the state of movement, suchas OD, of automobiles, bicycles, and pedestrians
 Methods of clarifying and evaluating the levels ofroad services
 Methods of clarifying hazardous spots
 Methods of clarifying congestion locations, causes,
and range of impacts
 Methods of smooth traffic and safe driving
assistance on expressways
 Methods of clarifying state of use of road networks
including their use after disasters(3) Road structures adapted flexibly to regional
conditions
3. For appropriate maintenance of thestock—Road Structures Department
In deteriorated road structures, problems haveappeared including breakage of steel, fallen concreteslabs, breakage of suspension bridge cables, crumblingof concrete lining of tunnels, and so on.
In response to the 2013 revision of the Road Act,
technology standards for maintenance wereenactedin March 2014, and inspections, diagnosis, recording
and other maintenance will be conducted according tothese standards including that done by cities, towns,
and villages. But to perform rational maintenanceunder harsh financial conditions, inspection methods
which are economical and rational, accurate methodsof assessing soundness, and asset management
methods are needed.
In order to maintain the functions of roads or to
rapidly restore them after a disaster, there must be no
structures on the road which have sustained fatal
damage. For this purpose, it is necessary to develop
soundness evaluation methods with concepts common
to all types of road structures. This is not simply
soundness evaluation for maintenance purposes; it is aproblem that should be considered from the design
stage.
In order for road structure maintenance to be amethod rational and systematic from the structure
perspective and network functions perspective, theRoad Structure Department will conduct the following
researches.
(1) Appropriate inspections and evaluations
 Monitoring methods
 Inspection
methods
using
non-destructive
inspection
 Soundness evaluation methods(2) Asset management
 Public risk evaluation method
 Comprehensive maintenance indices common tomost types of structures(3) Coordination design and maintenance concepts
among structures(4) Safety evaluation methods for non-structuralmembers which work united with structural members ,and new technologies and new materials etc.
We will clarify concepts of performance required
concepts of setting safety factors and concepts ofensuring safety (only safety factor/introducing failsafe) to study the adoption of new technologies andnew materials.
4. For Support for road administration—common
to both departments
Both the Road Traffic Department and Road
Structures Department will, in addition to the above,
work to spread research results
at academic
conferences, and coordinate with the MLIT
headquarters and other concerned organizations so theresults are reflected in technology standards andpolicies.
And of course, we will accept engineers from roadadministrations including those from cities, towns, andvillages, and aggressively provide them withtechnology consulting services.
[Sources]
Panel on Infrastructure Development , Road
Committee, 44th Basic Policy Sub-committee meeting,and 11th National Land and Arterial Road
Sub-committee, meeting documents (February 7,
2014)https://www.mlit.go.jp/policy/shingikai/s203_seisaku01.html
https://www.mlit.go.jp/policy/shingikai/s204_kokudokannsenn.html

Messages from Departments and Centers of NILIM

Efforts for Improvement of Standards in the Building
Sector
MUKAI Akiyoshi, Director
Building Department(Key words)

Project research, Technical standards original draft

1. Introduction
The Building Department has been carrying out
administrative support for structure, fire prevention, andplanning/projection and formulation/revision of eachsector of environment/equipment based on technologicalknowledge of the technical standards such as the BuildingStandards Act, Housing Quality Security Act (law inreferent to the promotion of quality securement), Energy
Conservation Act (law in regard to streamlining forenergy uses). I will refer to the research issues for the
improvement of technological standards for which the
Building Department has been addressing and thedeliberation system of technological standards originaldraft.
2. Project research
I will indicate the outline of project research for which thebuilding department proactively has been tackling in thefollowing.
(1) Development of urban energy system technology
heading for low carbon/hydrogen energy systemutilization society (2011 – 2014)
Using hydrogen as energy media and heading forstructuring urban energy system where excessive
dependence on fossil fuels can be avoided and safehydrogen piping, in addition, we developed a technology
or the like to realize a reduction in emission volumes ofcarbon dioxide. In respect to these results, we intend tocompile them as a project research report.
(2) Development of seismic capacity evaluation
technology for buildings corresponding to upgrading ofearthquake vibration information (2012 – 2015)
In parallel with the improvement of seismic networks andthe development of seismology, the characteristics at a
random spot are being clarified. Among earthquake
actions observed or forecast, there are those to exceed thelevels of seismic forces assumed by the current seismic
design. Meanwhile, it is acknowledged that there arecases where seismic forces affecting building structures
decrease to a considerable extent more than cases toregard as seismic vibration on the ground surface input
into building structures as it is. In order to appropriately
evaluate the earthquake resistance capability, it is crucial
to carry out a thorough observation on relations between“seismic vibration” and “seismic force,” in addition toaccurately forecasting earthquake vibration.
Accordingly, this research collects and analyses as many
earthquake observation records to clarify relations
between “earthquake vibration” and “seismic force,” weare tackling the development of more rational earthquake
resistance capability evaluation technology for building
structures.
(3) Research on introduction of new technology forbuilding structures focusing on renewable energy(2013—2015)
In tandem with living standards, the energy consumptionof buildings is on the rise. As well as proceeding with thethermal structure of buildings and instrumental efficiency
still further, it is crucial to utilize natural energies existingin the building premises, and the formulation of new
standards adopting renewable energy has been required
for the future. In this respect, positioning of renewablesolar light and earth thermal are targeted.
(4) Research on safety for timber structure three story
schools (2011 -- 2015)
In October 2010, the law relevant to the promotion for
utilization of timber for public architectural structures
came into effect. With reference to this, the Ministry ofLand, Infrastructure, Transport and Tourism commenced
research to collect the necessary data for reviewing fire
prevention related provisions of the Building Standards
Act with respect to timber three story schools.
The existing Building Standards Act requires making abuilding fireproof or semi-fireproof according to thenumber of stories or areas requirements for the safety ofevacuation safety of buildings with a multitude of visitors.
For instance, in regard to schools, a three story building isrequired to be a fireproof building structure (major
structures shall be required to be fireproof or the like.)
and according to the restriction of a major structural part,the use of timbers is restricted as a whole. Furthermore, inreference to a large scale timber structure whose total area
exceeds 3,000m2, due to the risk of extending
tremendous effects on its peripheries, it is stipulated tomake part of the major structure fire resistant. However,in a case when the building satisfies the capability toresist fire until visitors’ safe evacuation/rescue arefinished, even for a large scale timber structure or the like,when the fire spread does not expand to the scale
exceeding 3.000m2, in order to make it a semi-fire proof

building structure for which timber is readily utilized,
deliberations based on experiments have been carried out.
(5) Development of evaluation and design technology forbuilding structure contributing to decrease in the degreeof dependence on electric power (2013 – 2017)
Optimization has been effected byy verifying the effecton peak countermeasures against the peak consumptionof electricity, evaluation technology for the degree of
dependence on electric power for countermeasures,
integrating various technologies such as equipment
system including housing, contraption for frame structure,
introduction of special building members and carryingout the development of revolutionary design system.
Furthermore, in building structures, we have carried out
technological development relevant to methods toevaluate the effect of peak shift and technologicaldevelopment in regard to design method to optimize peakshift, and promoted peak countermeasures in the demandside.
(6)Development of function continuing technology fordisaster preparedness buildings (2013 –1016)
In the Tohoku District Pacific Ocean Coastal Earthquake
which occurred on March 11, 2011, structural damagesby tsunami, loss of continuous using capability in parallelwith damages on nonstructural members (nonstructuralwall, ceiling and so on) and damages on government
office buildings expected to act as disaster preparedness
lodgments emerged. With regard to structural safety
against tsunami, the capability of exterior members
against blown objects by tornado and in respect todamage mitigation method, we will carry out proposals
for new technological development and evaluation
methods with respect to damage mitigation method.
Other than these project researches, we are grappling withthe subjects of research on evaluation method/standards
for seismic resistance of exterior members, research ontechnological standards for structural calculation program
contributing to smoothing of practical business forarchitecture, calculation methods for evacuation safety
capability in building fire of structure and research on thetarget level and so forth.
3. Deliberation/preparation/posting for technologicalstandards original draftIn response to damage of the Great East Japan
Earthquake, we have been carrying out problem
configuration corresponding to individual research anddevelopment
andimplemented
deliberations/preparations/postings for a technologicaloriginal draft.
In particular, as major matters related to the Great East
Japan Earthquake, the subjects are standards relevant tostructural requirements for tsunami evacuation buildings,
technical standards with reference to countermeasures or
the like for ceiling collapses, and deliberations ofcorresponding methods for long-cycle earthquake
vibrations. In addition, as a matter related to research anddevelopment, there is the review and deliberations for thefire prevention standards in regard to large scale timberbuilding structures.
Regarding these, we have established/run the Building
Structural Standards Commission, Building Fire
Prevention Commission which are comprised ofintellectuals from academic society, and we have
improved the system to carry out reevaluations fortechnological standards based on working-level officials.
The Building Structural Standards Commission inparticular has been carrying out Great East Japan
Earthquake related deliberations. The deliberations in theCommission were reflected to in the Review of
Guidelines on Structural Requirements in respect to
Tsunami Evacuation Buildings, November 2011, and
MLITT’s Housing Bureau Director General’s Notice,Technological Standards Announcement for DesignatedEvacuation Facilities based on the Tsunami Disaster
Prevention Regional Creation Act, December 2011,
MLITT’s announcement of the case to prescribe toprescribe a specific ceiling and structurally safe
structuring method for the specific ceiling, August 2013,
and other MLITT announcements.
Concerning these, utilizing the building standards
improvement promotion project (in regard to necessary
matters for the state to formulate/revise technologicalstandards in the building standards act, we publicly
appeal for applicants to carry out collection/accumulationor the like for basic data on experiments, etc. withreference to assignments configured by the State, andsubsidize for its expenses in this project. Established in
2007, deliberations have been carried out.
4. Assignment for the future
As problems related to disasters for the future, there arecountermeasures for long-cycle earthquake vibrations.
With regard to long-cycle earthquake vibrations, although
we carried out an appeal for opinions by offering a draft
proposal for a long-cycle earthquake vibration
countermeasure in December 2008, prior to the Great
East Japan Earthquake, we are carrying out reevaluationof the draft proposal, referring to observation data anddeliberations in the central disaster prevention conference
and deliberations in the earthquake survey researchpromotion headquarters.
[Sources]
1) TECHNICAL NOTE of NILIM No.759 pp. 109 -116
http://www.nilim.go.jp/lab/bcg/siryou/tnn/tnn0759.htm

Messages from Departments and Centers of NILIM

Reform Promotion of Existing Housing for Formationof High Quality Housing StockMIZUTANI Akio, Director
Housing Department(Key words)

Stock type society, long term high quality housing, circulation of existing housing, market of housing

renovation

1. Introduction
The housing stock of Japan is considered to be about
57,600,000 (2008) units. Of this, the number of newresidential housing units per annum is about 800,000(2012). In addition, the average life until demolition isshort compared with other countries being more or less
30 years. Slated for the formation of high quality housing
stock, the transformation from a housing market
centering on new housing to a stock type housing market
where high quality housing is cyclically utilized acrossgenerations, or in other words, as well as supplying
quality new houses, accelerate the formation of highquality housing stock by reforming existing houses andrealizing a society where things are used for a long periodof time, to “produce a good thing, improve it and use it
carefully over a long time” is assigned in order to realize
the transfer to a new environment.
The four targets upheld in the Housing Life Basic Plan
(revised in 2011), which is provided based on the
Housing Life Basic Act (2008) indicate appropriate
management and renewal for housing, and environmental
improvement for the housing market where appropriately
realizing a variety of residential needs, as well as
development policies, of environmental improvement topromote appropriate maintenance and reform, theformation of high quality stock to be utilized for the
future are described to carry out the development ofpolicies.
2. For a society utilizing high quality housing longterm
Using housing for a long duration of time restricts
elimination of wastes in parallel with demolition andremoval of housing, as well as decreasing the load on
environment, reducing the burden of housing due to the
reduction of expenses for replacement building, and links
to shifting to more a affluent and more tendered

livelihood.
For this realization, based on the Act on the Accelerationof Dissemination for Long High Term Quality Housing(2009), dissemination of long term quality housing
contributing to the formation of quality housing stock has
been promoted, and in respect to new residentialbuildings, quality housing supply by the long term highquality housing certification system currently is being
carried out.
In the future, the shift to high quality stock durable forlong term uses is a crucial subject for existing housing, it
is required to promote efforts for the improvement ofexisting stock, as well as an increase in the capability of
new residential housing.
In the total reform plan illustrated in the chart, support forreform and dissemination for long term quality housing
for the promotion of the enhancement of existing housing
stock shall be projected, as well as environmental
improvement for reform market and existing housing
distribution.
3. Efforts up until now
For the formation of quality housing stock by the reformof existing housing, we will carry out deliberations from avariety of viewpoints such as earthquake resistance,energy conservation, barrier-free construction or the like,and necessary reforms shall be carried out for quality
housing capable of realizing comfortable long term
inhabitation.
As aforementioned, although the formation of quality
housing stock capable of being used for a long durationof years is being carried out through long term quality
housing authorization, the following eight items are theevaluation items indicated in its authorization standards:
degradation countermeasures, earthquake resistance,
maintenance and management / easiness of renewal,
variability, barrier-free property, energy conservation

property,” living environment, housing area, andmaintenance management conservation scenarios.
Regarding existing housing, although reform for stock
durable to long term use shall be promoted from theseview points, matters for which handling similarly to newresidential building are difficult and deliberations suitablefor existing housing will become necessary.
NILIM has implemented research and development
aiming for configuration of a target level of capability toequip housing for utilization over a long duration of years,
including the formation of multi-generation utilization
type super-long-term housing and housing land, and theevaluation standard for long term quality housing has
been prescribed based on its result. For the reform
acceleration for existing housing, we have continually
been grappling with preparing evaluation standards andarrangement for reform technologies.
Aiming for quality stock formation and distribution
promotion, I will exemplify our research anddevelopment which have been carried out in regard toevaluation for existing technologies, reform technologies
and so forth in the following.
1) Promotion of distribution for existing housing:
Development of capability evaluation technology for
housing or the like (2011—2014)
In order to contribute to distribution of existing housing,market environment improvement, in cases where there isno plan or the like for existing housing, to readily
comprehend its structure, materials or the like, andcarrying out the development of technology to efficiently
evaluate its performance and research and development
to contribute to distribution of existing housing withappropriate information.
Specifically, we have been carrying out (1) improvementof design information using three dimensional measuring
technology or the like, (2) establishment of methods toestimate materials/framing or the like for existing housing,(3) comprehension of degrading phenomenon in existing
housing, (4) research and development for evaluating theperformance of existing housing.
2) Development of energy consumption evaluation
methods in accordance with categories of housing (2010– 2014)
Of Japan’s energy consumption, housing and building
structure occupy 1/3, about half of it is regarded asstemming from energy for housing, so for the reductionof energy consumption, the promotion of reform forexisting housing for energy conservation is a big issue.
However, the present status is a situation where the effectcomparable to reform construction cannot be indicated,
so for its promotion, the development of a method inwhich the reduction effect of energy consumption volume
can quantitatively be illustrated in energy conservation
construction is required.
For this reason, based on research or the like forcasing/specification of equipment for each generation, we
will develop a simple forecast method for energy
reduction effects, as well as backing up deliberations forenergy conservation reforms of housing owners, andcarried out the development for more detailed analysis
method of energy conservation reform and compiled it asa technological sheet.
We will publicize this result as an energy guideline, andurge energy conservation reform for existing housing.
4. Assignment for the future
The stock countermeasure is made a big subject for thelatest policy related to the Ministry of Land,
Infrastructure, Transport and Tourism. Not only civilengineering facilities, but also buildings and housing are
the same.
As a measure at a view point of housing reform for theformation of quality housing stock, although I
exemplified two research subjects above, there are plentyof research subjects to be tackled aiming for theformation of quality stock and its appropriate
management in addition to those.
The evaluation for housing in the existing housing market
in Japan is said not to reflect its capability held.
Quality housing is produced for the formation of quality
stock, maintenance to keep its performance is firmly
carried out; in addition, it is fairly evaluated and a market
to reflect on the value of existing housing shall be formed.
If the market grows to a rewarding one responding to
striving for maintenance, it is considered to stimulate
investment for creating quality stock.
NILIM also considers contributing to realization ofstock-type society through research and development.
[Sources]
1) Statistical research for housing/land
2) Statistical research for housing start3) Homepage of the Ministry of Land, Infrastructure,
Transport and Tourism (Housing Bureau)

Messages from Departments and Centers of NILIM

How are we Restructuring Fragile Cities Faced with
Earthquake Disasters?
KANEKO Hiroshi, Director
Urban Planning Department(Key words)

Tsunami disaster prevention urban development, Countermeasures against liquefaction of residential

land,, Fire evacuation simulator
1. Foreword
Three years already have passed since the Great East
Japan Earthquake, which brought on unprecedented
damages, and the Act on Regional Development in
Tsunami Disaster came into effect in December 2011,
and a damage projection of a major Nankai Troughearthquake was publicized in fiscal 2012 from the
Cabinet Office, predicting tremendous damages by
earthquake tsunami in the coastal cities.
Furthermore, a damage projection of a Tokyo-area
epicentral earthquake was publicized in December lastyear from the Cabinet Office, estimating a magnitude
7-class earthquake occurring with a probability of 70%
within 30 years, predicting a death toll of 23,000, totalcollapse of 175,000 buildings and 415,000 to be burnt to
the ground in the worst case.
In Japan’s cities in which population and industries areconcentrated, the enhancement in preventive strength
against such earthquake disasters is an urgent issue;
though a variety of disaster preventive countermeasures
are constantly prepared, in order to enhance the cities’
disaster prevention capabilities, further effective
countermeasures must be taken expeditiously.
2. Current tasks and direction to be tackled byresearch and development.
Meanwhile, due to the existence of the following tasks toproceed with urban disaster prevention measures, R&D
corresponding to these has been required as well as theactivation of new scientific knowledge in technologicaldevelopment.
(1) A big change in social economy and diversification in
urban disasters: From local cities faced with population
decline to mega-cities complicated by high density, avariety of urban disasters have been presumed, undersuch circumstances a stance to always verify as towhether or not there are risks of new crucial disasterphenomena occurring is constantly required.
(2) Restriction of time and budget in disaster prevention
measures: Despite how much time remains allotted until
the occurrence of a huge scale earthquake, and in addition,with the rigorous budget restrictions, the key point is towhat extent fragile areas can be fixed in place andconcentrated and effective disaster preventive measures
can be prepared.
(3) Interpretation is easy to understand for damage
forecast and disaster preventive effect: In order to urge
cities disaster prevention measures, the understanding ofpeople involved such as regional inhabitants is
indispensable, and from preconditioned damage forecasts
to content of disaster preventive measures, and in regard
to those effects, tools capable of explaining matters
plainly is important.
(4) Limitations of damage forecast simulator andimprovement efforts: Urban disasters cannot be
reproduced and verified beforehand, inasmuch as there is
no alternative but to depend on complementary
experiments and forecasts by simulators based ondamaged scenarios in the past, as well as endeavoring to
improve simulators through experiments or the like for
newly presumed disaster phenomena, not only by
upgrading but also accelerated dissemination bysimplification is necessary.
(5) A variety of countermeasures of hard/soft and urban
restructuring: From hard countermeasures improvement
for infrastructures or the like and reconstruction
promotion for decrepit buildings to soft countermeasures
such as smooth guidance for evacuees, urban
reconstruction countermeasures, disaster prevention
countermeasures are required to effectively be carried out
among measures for urban reconstruction.
I will introduce the content of research currently being
carried out in the Urban Planning Division and visions forthe future in the following.
3. Tsunami prevention urban construction anddevelopment for assistance tools for liquefaction
countermeasures
In the Great East Japan Earthquake, in the damaged
coastal cities, evacuation against tsunami, security offunctions for disaster prevention preparedness facilities, abroad array of fragility of liquefaction or the like wasclarified. For this reason, coastal cities nationwide aredeliberating preparedness against these problems, and toreflect to the project of configuring tsunami prevention
city has become imperative.
Accordingly, in a study on disaster prevention structuringassistance technology, we have been engaging withearthquake proof safety for important lodgment facilities
and resilience of lifelines, substitution by other facilities
and the development of methods for ensuring ofcooperative network.
In addition, in the onslaught of a tsunami, adding in thecollapse of buildings and effects of fires, in order forinhabitant including vulnerable people such as the elderly
to smoothly and safely evacuate, a case study is being
implemented in the multiple coastal cities facing the
Nankai Trough, as well as developing tsunami evacuation
simulators by road and vehicles. Hereafter, we will verify
the efficiency of simulators, and reflecting this in tsunami
disaster prevention urban creation plan formulation ineach city and utilization in the urban area can be
expected.
Furthermore, based on the liquefaction damage occurringin the Great East Japan Earthquake, in addition to
calculation software capable of judging easily in regard topossibility of liquefaction damages from groundconditions or the like, as a countermeasure againstliquefaction for housing land, we will develop a
calculation software capable of judging an effect inconformity with the ground condition of undergroundwater level declining construction method and gridunderground wall construction method to be publicized.
By utilizing these, in addition to configuration ofliquefaction risk degree maps as a pre-earthquake
countermeasure, as a post-earthquake countermeasure,configuration of an effective liquefaction countermeasure
cam be expected.
4. Development of a bloc performance forecast
evaluation tool for improvement promotion ofcongested urban districts
In case of large scale earthquakes or the like, in view ofpresuming tremendous damage of congested urban
districts, the housing life basic plan (nationwide plan)
aims to mostly eliminate “conspicuously dangerous
congested urban districts” of about 6,000ha (for fiscal2012) in fiscal 2020.
At the same time, since roads in congested urban areas
are narrow and residential land is also narrow and small
and due to the difficulty to adapt to the restrictions of the
Building Standards Law, cases of difficulty inreconstruction are many, and there are problems withdifficulty in the replacement construction of decrepit
timber housing due to high risks of fire spreading andcollapse.
In this regard, in the Development of CoordinatedReplacement Building Rule Formulation Technology in
the Congested Urban Districts, we investigated theenvironmental level of existing congested urban districts,
and are currently proposing a tool for calculating thecondition of sun shadow hours prescribed in the BuildingStandards Law and daylight conditions in addition toevaluation tools for safety, using fire and evacuation

simulations based on buildings in urban districts andconditions or the like of roads.
Utilizing these research results, we are proceeding withdeliberations for guidelines of coordinated replacementbuilding in the congested urban districts; we have alreadyheld repeated hearings targeting academic experts andlocal public authorities, when using preferential measures
such as consolidated building design system, and will
prepare an evaluation tool to compare how far the bloc
performance varies, advancing deliberations withreference to conditions to carry out designated permission
in the Building Standards Law.
According to this research, the coordinated replacementbuildings in the congested urban districts willappropriately be carried out utilizing the designatedmethod of the Building Standards Law, and thepromotion of the disaster prevention measure and theenhancement of living environment in regular life will be
expected.
5. Future efforts for the improvement of fragile urban
structure
Furthermore, on the assumption of changes insituations in the urban districts and complexity inescaping in evacuation actions in case of disasters, wewill verify the scope of fragile parts of cities in view ofdisaster prevention, stemming conditions, the degree ofeffects or the like and a study on fragile part of cities
against fire in the urban districts in earthquakes andevaluations for disaster preventive effects, which will
implement evaluation and verification for disasterprevention countermeasures based on those, to be carriedout in three years from the next fiscal year.
This study corroborates the features of new materials
in fire in urban districts by fire experiment or the like, as
well as reflecting to a fire evacuation simulators, carryingout a case study reflecting the actual state of fragile
congested urban districts, effects of fire on the decrepit
congested land with wooden houses and effects of fire on
sloping land, complexity situations in evacuation and therelevancy to disaster prevention effects for those, we havemade to develop a method for evaluation/verification in
respect to disaster prevention effects for those.
Regarding measures for restructuring of cities in eachcity and responding to various problems, we would liketo actively engage with research and development (R&D),
so as for fire prevention measures to be promoted with afocus placed on priority and effectiveness.

Messages from Departments and Centers of NILIM

Improvement of ability of coastal regions towithstand large-scale tsunami
SUZUKI Takeshi (Dr. Eng.),Director
Coastal, Marine and Disaster Prevention Department(Key words) Large-scale tsunami, marine radar, tsunami evacuation

1. Introduction
The Nankai Trough Giant Earthquake Model
Research Committee established in the Cabinet Officehas defined the maximum class tsunami that could
possibly occur as a tsunami with maximum height of
34m inundating a maximum of 100,000 hectares ofland. The Central Disaster Prevention Council
published Nankai Trough Giant Earthquake
Countermeasures (Final Report) in May 2013, in
which, concerning its basic views concerning tsunami
it states, “The goal of tsunami countermeasures is to‘protect human life’ from tsunamis. And premised onbuilding and maintaining coastal preservation facilities
etc., focusing on the evacuation of residents by
including establishing information transmission
systems, evacuation sites, evacuation facilities, andevacuation routes, with their most important goal
being ensuring that every resident voluntarily,
promptly, and correctly evacuates. This requires thatcomprehensive measures including disaster prevention
education, evacuation training, and support for persons
requiring assistance during disasters be promoted”.
The legal framework concerning measures forprotection from large-scale earthquakes and tsunami
was established with the proclamation in November
2013 of the Act For Special Measures Against a
Capital Inland Earthquake (Capital Inland Earthquake
Measures Act) and Act to Partially Revise the Act on
Special Measures concerning Advancement ofCountermeasures against Disasters of Tonankai andNankai Earthquakes (Tonankai and Nankai
Earthquake Measures Act), followed in December
with the proclamation of the Basic Law to Strengthen
the National Land to Contribute to Prevent or Mitigate
Disasters to Realize Strong and Flexible Life for the
People (Strengthening the National Land Act).
In the future, earthquake and tsunami
countermeasures will be taken in conformity with theCapital Inland Earthquake Measures Act, Tonankai
and Nankai Earthquake Measures Act, andStrengthening the National Land Act. So to prepare
for tsunami, it is considered important to ensure that
evacuation be performed and that it be effective insaving human lives by ensuring a stipulated level ofprotection based on facilities that prevent theoccurrence of damage. To technologically support
these, the Coastal, Marine and Disaster Prevention
Department is making efforts to develop [1] tsunami
measurement technologies based on marine radar, and[2] tsunami evacuation simulation technologies.
2. Measuring tsunami with marine radar
The NILIM successfully used marine radar toclarify the flow velocity field of the tsunami triggeredby the Great East Japan Earthquake (2011). This
verified tsunami detection using marine radar, which
had been theoretically and numerically studied bymany researchers since the 1970s. The NILIM
analyzed the data from marine radar installed in the
Minato District of Wakayama City, areally clarifying
the height, speed of advance etc. of the tsunami, anddetermining that tsunami waves 1 to 3 were travelingwaves, and that it is highly likely that later waves werecaused by secondary undulations in the channels.
If it were possible use marine radar to stably measureapproaching tsunami or secondary undulations in realtime, this ability would be extremely useful in preparing
tsunami countermeasures. For example, if tsunami
traveling offshore could be measured, it would bepossible to use the results to prevent over orunder-estimation of Meteorological Agency predictions
or to support residents’ evacuation. In coastal seas(channels or enclosed inner bays), water level
fluctuations caused by secondary undulations continued
for several days after the earthquake. In the Kii Channel,
there are places where the maximum water level wasmeasured the next day on March 12. In this way, along
the coast, monitoring secondary undulation is useful for
judging the correct time to cancel alerts or start work toreopen channels. The fact that the earthquake ortsunami caused the discharge of heavy oil or chemicals
from shoreline industrial zones into coastal waters is
also considered. To clarify these dispersions, it isimportant to measure wind-blown currents, density
currents, or tidal currents, which fluctuate on timescales ranging from several hours to several days, rather
than tsunami or secondary undulations. This means that
it is necessary to simultaneously measure short-cycle
tsunami or secondary undulations and long-cycle flows.

3. Evacuation simulation
In ports and fishing harbors, outside the seawall
there are sections used for loading and unloading or
boarding or getting off ships, for parking vehicles
visiting the port, disposing or storing cargoes or fish
products, and sections where shoreline businessoffices stand. These sections are submerged even bytsunami that would not be described as huge, so it isimportant to plan them carefully considering
evacuation from tsunami and to closely follow thisplan.
In December 2004, a giant magnitude 9.1
earthquake struck offshore west of the northern part of
the Island of Sumatra in Indonesia, causing large-scaletsunami that resulted in about 300,000 fatalities or
missing in the countries surrounding the Indian Ocean.
In August 2005, large-scale Hurricane Katrina struck
the southeastern United States. It breached the dykes
in the City of New Orleans, submerging 80% of thecity. More than 1,400 people died in the center of New
Orleans and more than 1 million were forced toevacuate, making it one of the most destructive natural
disasters in American history.
In response to such tragic events outside of Japan,
the NILIM has developed tsunami evacuation
simulation technology. Thanks to later research, in
2011, it became possible to perform a specified levelof tsunami evacuation simulations. An investigation of
the reproducibility of tsunami evacuation simulations
developed to obtain actual tsunami evacuation data
based on the tsunami caused by the Great East Japan
Earthquake has confirmed that it they can perform
highly realistic reproductions.
Tsunami evacuation must be strengthened toprepare for the feared Tonankai and Nankai
earthquake tsunamis. In order to ensure more reliabletsunami evacuations, it is necessary to enact effective
tsunami evacuation plans, to execute them, andincrease the effectiveness of evacuations by providing
regular training or by constructing facilities. Tsunami
evacuation simulations are tools of great use when
conducting studies or performing verifications to enact
effective tsunami evacuation plans, or plans forevacuation training or evacuation facilities. At thistime, we are making improvements to more
realistically reproduce evacuation activities in port andharbor districts.
4. Responding to mega-risk type coastal disasters
In response to the Indian Ocean tsunami ofDecember 2004 and to the Hurricane Katrina disasterof August 2005, the NILIM conducted “research on
evaluation of countermeasures with diverse effects
taken to deal with low-frequency mega-risk type
coastal disasters”, and completed the manuscript of a
project research report immediately before the Great

East Japan Earthquake of March 2011.
When a tsunami with extremely low probability ofoccurring actually does occur, it inflicts catastrophic
damage in regions it strikes, endangering the lives andeconomies of the people of the region. Concepts of
response were organized assuming that such damage
is a “low-frequency mega-risk type coastal disaster”.
Firstly, regarding a tsunami that causes catastrophic
damage even though its occurrence frequency is
extremely low, it is not the case that countermeasures
for it are not studied only because its occurrence
frequency is extremely low. Secondly, excessive
investment is not made in order that it be impossible toaccept later that it was investment matched to needs,
just because it was done to prepare for a giant tsunami.
Considering the result of combining these two
administrative policies to be a Japanese version of a
“No regret policy”, it was the foundation of studying
countermeasures in preparation for giant tsunamis. In
order to realize preparations for giant tsunami,
considering the various problems which Japan faces,
application to policy development with a high degreeof freedom and double-track organization use withpriority on workability is probably more necessary
than ever.
5. Conclusions
Fears of the occurrence of a giant tsunami following
the Nankai Trough Earthquake and people’s sharedmemories of the tsunami triggered by the Great East
Japan Earthquake of 2011 have increased public
interest in strengthening the ability of coastal regions
to withstand giant tsunamis. The tsunami which would
be caused by the predicted Nankai Earthquake would
be far higher than any tsunami considered up till thepresent time. How to protect people’s lives andproperty and regional economies and industries fromthis tsunami, and how to overcome the time against
time scale said to be once every thousand years, arequestions which are not easily answered. Concrete
initiatives to deal with such problems from a numberof perspectives are beginning. It is difficult to takeinitiatives predicting the answer from the beginning,
but we wish to exercise our imaginative powers andapply our capabilities to proceed one step at a time toresolve the problems.

Messages from Departments and Centers of NILIM

Tsunami-Resistant Design Guideline for Breakwaters
KOIZUMI Tetsuya, Director
Port and Harbour Departmen(Key words) Design tsunami, Technical Standards and Commentaries for Port and Harbour Facilities in Japan,
hydraulic model experiment

1. Introduction
The Great East Japan Earthquake damaged many
breakwaters, primarily because the giant horizontal
force of the tsunami acting on the breakwater and theoverflow of the breakwater by the tsunami scoured thefoundation
moundbehindthebreakwater,
destabilizing the breakwater. If a breakwater is a toughstructure which is not overturned even when it isdeformed by a large-scale tsunami, damage behind thebreakwater will be mitigated, because its toughness
will restrict the flow rate of the tsunami behind thebreakwater, delaying the arrival of the tsunami in theland behind the breakwater. So breakwaters must be
tough structures, which are as resistant as possible tooverturning, even by a tsunami that is larger than thedesign tsunami.
The Ports and Harbours Bureau, National Institutefor Land and Infrastructure Management, and the Portand Airport Research Institute of the Ministry of Land,
Infrastructure, Transport and Tourism havecooperatively conducted a comprehensive study of theresults of surveys of damage to breakwaters and of theresults of a series of hydraulic model experiments
conducted since the earthquake disaster, haveorganized basic concepts of the design of toughbreakwaters, then in September 2013, they partiallyrevised the Ministerial Ordinance for the TechnicalStandards for Port and Harbor Facilities and othertechnical standards, defined design tsunami andprescribed toughness against tsunami for structures
such as breakwaters, seawalls etc., and at the sametime, the Ports and Harbours Bureau has proclaimed
the Tsunami-Resistant Design Guideline For
Breakwaters. Below the major revisions to technology
standards and major contents of this Guideline are
introduced.
2. Basic concepts
Past concepts of tsunami-resistant design of port
and harbour structures have been revised from theirfoundations. Two levels of tsunami are hypothesized
and based on its concept, the aim is, for tsunamis
which occur frequently, to provide disaster protection
using structures to do all possible to protect human
lives and property, and for the largest class of tsunami,
which occur extremely rarely but have catastrophic

damage when they do occur, the aim is to minimize
damage under the goal of, at the very least, protecting
human lives. If a structure has toughness which
prevents its overturning even as it is deformed under atsunami large enough that it exceeds tsunami which
occur frequently, it will restrict the quantity of waterflowing into the area behind the structure, delaying thearrival of the tsunami behind the structure, and thereby
reducing damage. So structures that can provide thistoughness are necessary in cases of a tsunami higher
than the design tsunami.
3. Definition of the design tsunami
The definition of a design tsunami considering
tsunami resistant design is clearly stipulated as atsunami which is unlikely to occur during the design
service life of the facility but would have severe
impacts on the facility if it did occur. The design
tsunami used for performance verification and atsunami with strength greater than the design tsunami
are considered to be at least the tsunami scale which
occurs relatively often with a recurrence period fromseveral decades to one hundred years plus several
decades, and is set appropriately for the degree ofimportance of the facility. The Guideline stipulates
that the design tsunami is set as the tsunami withdesign external force from the highly frequent tsunami
to the maximum class of tsunami according to theimportance of the structures behind the breakwater
based on a regional disaster prevention plan or a basic
plan for coastal preservation.
4. Breakwater performance verification
The overall stability of a breakwater in the casewhere the tsunami and the earthquake motion
preceding the tsunami act on the breakwater first sets
the initial section under actions other than the tsunami
or other waves. Next, the section specifications are set
based on the wave design for the design tsunami.
Finally, for a tsunami with scale greater than that ofthe design tsunami, the section of the tough structure
is set based on an overall judgment made considering
the importance of the facility and cost-benefit
performance. The structure analysis factor whenstability under the design tsunami is verified can be set
with reference to a value in Table 1, becauseaccording to the example of damage shown in Figure
1, damage occurs when the slip safety factor is lower
than approximately 1.2.
Figure 1. Occurrence/non-occurrence of Damage toa Breakwater in the Overflow Depth – Slip Safety
Factor Relationship
Flow caused by tsunami

Overflow depth (m)Overflow
depth

TsunamiErect part(caisson)

Infiltration flow

Scouring
failureRiprap mounddamageno damage (no scouring on back)no damage (scouring on back)Overflow of breakwater
startsDamageSlip safety factor
0.0

1.0

2.0

3.0

4.0

5.0

6.0

7.0

8.0

・If slip safety factor is lower than 1.2, damage occurs.
・It is important to prevent prior scouring failure caused by overflow

Table 1. Reference Values ofStructural Analysis Factor
Item verified

Structural analysis factor

Slip of erect part

1.2

Overturning of erect part

1.2

Bearing capacity of foundation

1.0

scale exceeding that of the design tsunami occurred at alocation where the said breakwater is installedaccording to the structure, severe impact on the stabilityof the structure of the said facility of damage from theaction caused by the action of the tsunami etc., can bedelayed as long as possible.
It is stipulated that a breakwater, which is a facility
prepared for accidents, have a structure devised toensure the maximum possible stability so that evenwhen it is subject to the action of a tsunami which scale
greater than that of the design tsunami for that location,
it displays its disaster mitigating effects and ensurescalmness in the port immediately after the disaster.
The Guideline stipulates that as a result of taking
supplementary measures according to the importance ofthe facility and cost-effectiveness etc. at weak points
revealed by full studies of the form of damage and weak
points in the structure of breakwaters according to thescale of the tsunami while using hydraulic modelexperiments, the breakwater must be a structure with
toughness which prevents it from overturning while
deforming, and to the greatest possible degree,
maintains its overall stability under a tsunami of a scale
exceeding that of the design tsunami.
Figure 3. Breakwater scouring countermeasures[Revision of shape of crown]

The tsunami wave force calculation method used isthe appropriate wave force formula obtained by theprocedure shown in Figure 2, considering whether or
not a tsunami simulation is done, and whether or not
an undular bore or overflow occurs.
Figure 2. Tsunami Wave Force Calculation
Procedure for Breakwaters
Perform tsunami
simulation

Does an undular bore
form?
※(Tsunami height is approx.. 60%
or more of water depth, andseabed gradient is approx.. 1/100
or less)

No

Does overflow
occur?

Yes

Yes[Correction Tanimoto
Formula]Calculation formulabased on hydrostaticpressure differenceNo

Tanimoto formula

5. Toughness of a structure against tsunami
Among breakwaters, seawalls, etc., highly importantfacilities which, if damaged, would have a severe
impact on human life, property, and public economic
activities, are required to have toughness which will
maintain stipulated stability under tsunami with actionof a scale exceeding that of the design tsunami.
Required performance is stipulated so that in a
facility which, if damaged, might have a severe impact
on human life, property, and public economic activities,
even in the case where a tsunami with strength of a

[Covering blocks installed]

No revision
Breakwater
Scouring
Foundation moundFoundation mound[Scouring prevention mat placed][Thickening works]

6. Future research
The partial revisions to technology standards andthe Tsunami-Resistant Design Guideline for
Breakwaters, were prepared based on comprehensive
study of survey and research etc. done immediately
after the earthquake, but not all of the many challenges
have necessarily been clarified. In the future, as new
knowledge is obtained, it must be reflected in the
Guideline, and we must promote further research andtechnology
development
in
the
field
of
tsunami-resistant design.

Photo 4. Breakwater Model Experiment[Sources]
1) Tsunami-Resistant Design Guideline for
Breakwaters, September 2013
Ministry of Land, Infrastructure, Transport andTourism, Ports and Harbours Bureau
http://www.mlit.go.jp/common/001012142.pdf

2) T. Arikawa, M. Sato, K. Shimosako, T. Tomita, G.
Yeom, T. Niwa (2013): Damage mechanisms andeffectiveness of thickening work of compound banks
during tsunami overflow, Document of the Port andAirport Research Institute, No. 1269

Messages from Departments and Centers of NILIM

With airport infrastructure that supports growth
SUGANUMA Fuminori, Director
Airport Department(Key words) Demand forecast, low cost carrier, maintenance, risk management

1. Aviation and airport policies that lead tonational growth strategies
The genuine implementation of the Open Sky andaviation deregulation policies, which had been
pending Japanese aviation policies for many years, hasbeen made possible by expansion of the airport
capacity of the Tokyo region by the opening of the
fourth runway at Haneda Airport in October 2010 andthe start of simultaneous independent departure at
Narita Airport by the end of FY2014. Furthermore,this expansion has been accompanied by the otherpillar of the so-called three-in-one revolution, namely
the creation of an environment to promote the reformof strategic airport management through encouraging
the entry to the market of new airlines including low
cost carriers (below called “LCC”), flexible andexpeditious setting of landing fees, and privatizationof airports.
Eliminating restrictions on routes, number of flights
etc. of scheduled international service encourages thestimulation of airlines and promotes the opening of
new routes, establishing a foothold for theincorporation of booming economic growth in Asiaand elsewhere overseas.
At the same time, in an interim report issued by theCouncil of Transport Policy, Aviation Committee,
Basic Policy Subcommittee in June 2013, priority isplaced on the following four points concerning thefuture roles of aviation in social and economic
activities in Japan.
(1) Appropriately responding to future newimportance of international aviation demand etc.
(2) Ensuring provision of smooth and reliable service
under price competition among airlines(3) Future airport management in response to shift
from establishment to operation(4) Future effective regional air networks
From among concrete challenges from theseperspectives, matters closely linked to present researchchallenges of our research department in particular are
discussed below.
2. Studying the strengthening of functions at Tokyo
region airports
Strengthening the functions of Tokyo region
airports as part of the Japan Revitalization Strategy:

Japan is Back in June 2013 is positioned as a matter
which should be tackled preferentially in National
Strategic Special Zones as a policy to further
strengthen Japan’s competiveness as a business hub.
At the same time, at the end of FY2013, it was
decided to continue studies to further strengthenfunctions, while steadily introducing 30,000 additional
international slots at Haneda Airport and raising
annual flights at Narita Airport to 300,000 during
FY2014.
Turning to air transport, against a background of theadvance of near eastern airlines and stimulation of
new demand by the entry to the market of LCCs, it ispredicted that throughout the Asia and Pacific region,
average annual growth of 6.6% will make the region
the world’s largest aviation market by 2025.
Aviation handling capacity of the entire Tokyo
region will increase to about 750,000 flights at the endof FY2014, the largest among major airports in the
countries of Asia. But with such demand predicted tocontinue to grow, it is also forecast that growth ofpassenger carrying capacity will strengthen as a resultof construction and expansion of major airports in the
countries of Asia, further intensifying competition
among hub airports in the region. The fact that Narita
Airport was already passed by Incheon Airport in
Korea in terms of both total passengers in 2010 and interms of connecting passengers in 2011 is simply one
example.
Related to these points, in a document from the
Basic Policy Subcommittee announced in September
2013, the following problems concerning predictedaviation demand in the Tokyo region of Japan whichshould be tackled in the future are pointed out below.
(1) Overall aviation demand (total domestic andinternational) in Tokyo region airports will continue toshow a rising trend, and international route demand inparticular is predicted to rise by between about 60%
and 80% during the 10 years beginning in 2012.
(2) Overall aviation demand in Tokyo region airports
in the first half of the 2020s is predicted to reach thelimit of present planned capacity of about 750,000
flights.
(3) It is possible that predictions will be surpassed
through the creation of new demand by LCC etc.
(4) Landing and take-off capacity by time period atNarita Airport shows that supply and demand are tightand there are still time periods when it is notnecessarily possible to meet the numbers demanded by
the airlines.
3. Ensuring safety and security of aviation service
users –Airport safety measures
As users of Tokyo region airports continue toincrease in this way and LCC and other new entrants
expand use, it is essential to specifically introduce
measures to improve the reliability of airport
infrastructure and to respond to emergency situations
including large scale disasters such as the massive
Nankai Trough Earthquake, so that airport users canuse airport services without anxiety.
(1) Large-scale earthquake disastercountermeasures
When the Nankai Trough Earthquake has occurred,
18 airports will be temporarily shut down forinspections, and it is predicted that among these,
Kochi Airport and Miyazaki Airport will be
submerged by tsunami. It is estimated that at Kochi
Airport, more than half of the airport will be
submerged, to a maximum of 2.5m in front of theterminal building, and that the maximum depth
throughout the airport will be about 5m at its southend. And at Miyazaki Airport, about half the airport
will be submerged and the maximum submersion
depth will reach 5m, which is the same depth as at
Kochi Airport.
When an earthquake occurs, and particular when atsunami is predicted, the first need is to ensure thesafety of airport users and surrounding residents, but
adequate measures including those to rapidly restore
private aviation are demanded so that the ability ofaircraft to move disaster victims out of the disasterarea and to bring in materials and machinery andemergency provisions can be restored as quickly as
possible.
And as a measure to prepare for an earthquake
directly
underthecapital,liquefaction
countermeasures are being steadily taken under basic
facilities such as runways at Haneda Airport etc., but
preparations for the Nankai Trough Giant Earthquake
have just started. Tsunami evacuation plans have beenenacted, but the immediate challenge is to create
scenarios based on the form of airports able tocontribute to the early removal of drifting wreckage orto reconstruction activities.
(2) Airport facility maintenance measures
In light of background events such as the Sasago
Tunnel accident on the Chuo Expressway inDecember 2012, not only runways, taxiways, andbasic facilities directly related to aircraft operation, but
comprehensive inspections of facilities from theperspective of their impacts on human life have been
carried out, and basic policies and long-term renewal

plans to steadily perform preventive type maintenancewill be enacted for each airport.
And at Tokyo region airports, under conditions suchas restricted hours during the night set accompanying
extension of airport operating hours, greater efficiencyof daily inspections, repair works etc. and facility
maintenance of runway tarmac, which are allindispensable to ensure the safe operation of aircraft,
will become increasingly big challenges.
4. Initiatives and prospects by the Airport
Department
The following are the major initiatives now being
taken by the Airport Department, including priority
policy challenges such as those described above.
(1) Further elaboration of aviation demand prediction
methods, such as considering the creation of demandby the entrance of LCC to the market.
(2) Verifying an airport’s roles in and effects on its
surrounding region.
(3) Developing a risk management method for airport
functions which contribute to the enactment of airport
management plans and the enactment of business
continuity plans for use in the event of a large-scaledisaster.
(4) Development of high speed tarmac performance
evaluation technologies for runways etc. to contributeto the maintenance and restoration of airport functions
after a disaster.
(5) Study of methods of advancing and improving
efficiency of inspection and repair technologies undertime restrictions imposed on maintenance work.
Tokyo has been selected as the site of the 2020
Olympics and tourists using the airports to visit Japanand business demand are predicted to increase, so a
reform of airport management through concessions
may open new prospects for the promotion of the useof airports. On the other hand, achieving more
efficient airport facility maintenance, which must be
done by managers of airports operated by local
governments, which face harsh financial conditions,will probably become an important challenge fromperspectives different from those characteristic of
airports in the Tokyo region.
Without losing sight of these various changes, wewish to continue to deepen our research activities
concerning study challenges regarding airports as
public infrastructure while considering the broadinterrelationships linking the people, regions, industry,
culture and so on, while not being held back byconventional itemization and technology development
frameworks.

Messages from Departments and Centers of NILIM

Establishment of a new research center
KOBAYASHI Masanori, Director
Research Center for Land and Construction Management(Key words) Disaster prevention, maintenance, building construction management, information infrastructure,landscape ,ecology

1. New research center
On April 1, 2014, the Research Center for Land andConstruction Management will begin operating as a
new organization inside the NILIM. Originally,
research centers of the NILIM were established to
conduct interdisciplinary research on rivers, roads,
buildings and other areas. Until this year, there were
three research centers at the NIILM: the ResearchCenter for Land and Construction Management,
Research Center for Advanced Information
Technology, and Research Center for Disaster
Management. The three research centers will beabandoned, then the new research center will beestablished to organize the contents to be addressed byan interdisciplinary method, to respond to changes insocial conditions and meet the expectations of thepeople concerning the development of infrastructures,
including the preparation for disaster prevention anddisaster mitigation in response to Great East Japan
Earthquake, the importance of maintaining
infrastructure in response to the Sasago Tunnel
accident, and the effective form of construction
systems , such as the information infrastructure andpublic procurement etc that supports theseinfrastructures.
Thus, its configuration will be diverse, a largeorganization including 6 divisions: the Construction
System Division, Construction Economics Division,
Construction
Management
Division,
DisasterPrevention Division, Maintenance and Information
Technology Division, and Landscape and Ecology
Division. It will be led by a Center Head and three
Research Coordinators.
2. Scope of the new research center(1) Disaster prevention related
Disaster prevention related research is undertaken
by several departments; flooding by the River
Department, sediment disasters by the Sabo
Department etc. There are , however, issues that spanvarious disciplines; Disaster Prevention Division willconduct research on such issues including preparation
for the Nankai Trough Earthquake or the Tokyo
Metropolitan Earthquake and accompanying tsunami.
For example, immediate damage estimation
technology will be developed to support the initial

responses of facility to administrators shortly after anearthquake, when there is little information on thedamage to facilities. In addition, earthquake motion
information will be collected from strong motion
observation facilities installed at civil engineering
structures such as river levees or bridges throughout
Japan. The information will then be stored andmanaged in a database and provided upon request.
These data are also used for research on design
earthquake motion.
(2) Maintenance related
While facing many problems including thedeterioration of public capital facilities, falling birthrate and aging of society, growing shortage oftechnicians, and financial restrictions, continuing
appropriate maintenance of public capital will be
important for Japan in the future. Research on
individual technologies used for maintenance will bedone by departments specializing in various
disciplines, but the new Research Center will aim to
abstract and organize common evaluation mattersrelated to stock management in order to be able tocontinue the PDCA cycle of maintenance related to“Research on Methods of Improving Sustainability ofMaintenance Including the Perspective of Risk
Management”, which will began as new project
research in 2014 under the leadership of the Research
Coordinator for Construction Management.
In addition, maintenance related research will also
be conducted in the Maintenance and Information
Technology Division and the Landscape and Ecology
Division.
(3) Civil construction system related
The new research center will be called the ResearchCenter for Land and Construction Management, butanother major activity of the center will be research on
civil construction systems Procurement methods
change along with changing social conditions, and it isnecessary to organize systems to reflect the current
social background. Estimation has changed as totaling
based on productivity has been replaced by the
execution package method based on execution units.
The tendering system has also changed from theinvitational tender method to the more competitive
open tender method. To prevent the negative effect ofcompetition based on the price only approach, the Act

on Promoting Quality Assurance in Public Works(Quality Assurance Act) has come into force,
permitting the application of the Overall Evaluation
Method, which evaluates both price and technicalquality . At the same time, a variety of issues oftendering for maintenance have recently been raised.
For reasons such as this, the Construction System
Division will conduct research on estimation methods
for maintenance work, an area in which serious
challenges have appeared: expanding and following up
execution package work categories for more efficientestimation, speeding up change of execution methods
to keep pace with technology development by
increasingly diverse execution conditions andexecution contents, rationalizing estimations or
reducing labor required for estimations.
The Construction Management Division will
perform research on tendering and contracting systems,
for example, on the improvement of Quality and Cost
Based Selection, in which issues have appeared in the
period since it was introduced, or on design build(DB) or construction management (CM) etc.
But because of inadequate understanding of public
capital, there is a deep rooted disbelief in the necessityof public works among the people. The Construction
Economics Division will, therefore, study methods ofeffective expression in order to clarify and reveal ineasily understood terms the latent roles andeffectiveness of providing and managing public capitalin various aspects of the lives of the people.
(4) Information infrastructure related
The Ministry of Land, Infrastructure, Transport andTourism collects information to be shared fromdatabases in various fields, in order to build a public
capital information platform that facilitates the prompt,
interdisciplinary use of information. This platform
would be useful for improving efficiency in facility
management, and providing facility information in theevent of a disaster.
As well as supporting the development of thisinformation platform, the Maintenance andInformation Technology Division conducts researchon information infrastructure for GIS, roadcommunication standards and so on, where
information necessary for national land management
can be accumulated and managed efficiently, so it canbe shared across various application fields . Also, thedivision has been working on standardizing 3D design
data, so it can be utilized in construction management
using a total station, as well as in computerized
execution. In parallel, they continue to research
applications in facility management, and to measure
the degree of distortion and deformation of structures
after being struck by a disaster such as an earthquake.
(5) Landscape and ecology related
When people hear “public capital maintenance”
they tend to imagine bridges, tunnels, sewage

treatment systems, dams, sluice gates and other civilengineering structures, but it is also necessary for
urban green trees, along streets, in parks, andelsewhere. Consideration for biodiversity, necessary
when providing public capital is, in a certain sense,
maintenance of the ecosystem.
The Landscape and Ecology Division aims to set
evaluation criteria to reconsider revegetation policies
and to establish conservation and reclamation methods
required by this policy, so that roadside trees withmaintenance problems can fulfill their greenery
function. And it will also research the conservation of
ecosystems and of greenery.
3. Conclusions
Organizations must change to keep pace withchanging social conditions. For this reason, we arecarrying out a sweeping reorganization including thisresearch center.
So no one will say that this is just a change ofnames or a change of affiliation, we wish to continue
to conduct research that society demands to meet the
expectations of the people, including past initiatives
and new initiatives, so please give the new ResearchCenter for Land and Construction Management yourfull support.

Messages from Departments and Centers of NILIM

For the Prevention of Sediment Disasters
NISHI Masato, Director
Research Center for Disaster Management
Keywords: sediment disaster, deep-seated landslide, crisis management, technical support

1. Introduction
The Sediment Disaster Prevention Department will belaunched on April 1, 2014. This new department has beenorganized by the former Erosion and Sediment Control
Division of the Research Center for Disaster
Management, the newly established Research
Coordinator for Deep-seated Landslide Prevention, andthe former Sediment Disaster Prevention Division.
The Erosion and Sediment Control Division had been
studying causes of sediment disasters and planning andformulating countermeasures therefor and standards forwarning and evacuation. It was, nevertheless, decided tostrengthen the study of erosion and sediment control bylaunching a new organization in order to establish
effective measures for major sediment disasters,
including the deep-seated landslide that occurred on theKii Peninsula.

The Erosion and Sediment Control Division was
mainly in charge of structural measures including
erosion and sediment control planning andinfrastructure design methods, while the Sediment
Disaster Prevention Division mainly engaged in
non-structural measures including warning andevacuation systems and remote sensing technology,
and the Research Coordinator for Deep-seatedLandslide Prevention directed the focus of their studies
on deep-seated landslide in coordination with bothdivisions.
2. Issues on recent sediment disasters
Sediment disasters occur repeatedly every year andcause loss of human lives and property damage, totaling
about 1,000 cases on average and killing dozens ofpeople every year. In recent years, Typhoon No. 12 in2011 caused serious damage to the Kii Peninsula, heavy
rains in July 2012 including the Kyushu Heavy Raincaused disasters, and the Great East Japan Earthquake in2011 caused large-scale sediment disasters in many
places including Shirakawa in Fukushima Prefecture.
As a volcanic disaster, Mt. Shinmoe in Kirishima erupted
in January 2011 and many residents around the mountainwere forced to evacuate. Furthermore, still fresh in ourmemory is Typhoon No. 26 that hit Izu-Oshima in

October 2013 and caused large-scale mudflows andserious damage including 39 people dead or missing.
Looking back on these disasters, many of them werecaused by record-high rainfalls. The continuous rainfall
caused by Typhoon No. 12 in 2011 reached about 1,800
mm, the largest rainfall ever observed in Japan, and the
24-hour rainfall of 824 mm observed in Izu-Oshima in2013 was also the highest as an observation point value
since 1938. There is concern that climate change maylead to frequent occurrences of abnormal weather.
Accordingly, we have to think that the trend of large-scale
sediment disasters will continue under intense weather
conditions.
Furthermore, in hilly and mountainous areas, which areprone to sediment disasters, resistance against natural
disasters is declining due mainly to a progressive lowbirthrate and aging, while the development of erosion andsediment control infrastructure is limited due to financial
constraints. Thus, disaster prevention projects are facedwith a difficult situation because of social factors.
Under such circumstances, in order to prevent
sediment disasters and ensure the safety of people,
multiple measures should be promoted in both structuraland non-structural aspects, including efficientdevelopment of erosion and sediment control
infrastructure and the advancement of warning andevacuation systems. Also, to enhance the effectivenessof such measures, it would be necessary to conduct
technical reviews. This paper introduces the direction ofresearch and studies into the aforementioned issues by
Sediment Disaster Prevention Department.
3. Erosion and sediment control plan fordeep-seated landslides, etc.
The slope failure that occurred on the Kii Peninsula
was very large in scale and resulted in the formation of ahuge natural dam, so it was necessary to take different
actions from that of the past. For this reason, in order toformulate a method for drafting an erosion and sedimentcontrol plan in consideration of the debris flow resulting
from this deep-seated landslide, the study is proceedingby identifying locations vulnerable to deep-seatedlandslides, external force settings for infrastructure, etc.

We will also continue to study methods of long-term
assessment of sediment discharge to the downstream afterlarge-scale collapses.
Not only deep-seated landslides but also simultaneous
frequent occurrence of shallow landslides could cause amajor disaster as occurred in Izu-Oshima. In responseto this Izu-Oshima disaster, the Erosion and SedimentControl Department of the MLIT held its first meeting of
the "Workshop for Strengthening Sediment-related
Disaster Prevention Measures" in December 2013, inorder to reinforce structural measures for phenomena notcontemplated in existing plans and for large amounts ofdebris, as well as non-structural measures including
warning and evacuation measures. The workshop
identified some new issues, including measures for areas
without clear valley topography, such as volcano areas,
and measures for debris, which increases the damage of
sediment disasters, and is urgently discussing thesemeasures.
It is also a major issue to establish strategic
maintenance approach for existing erosion and sedimentcontrol infrastructure. Conventionally, maintenance ofexisting infrastructure has not been of a satisfactory level
mainly because sites are separately located in
mountainous regions, so we plan to study ways tostrengthen management in order to utilize existing
facilities effectively.
4. Crisis management in major disasters
There is concern that an earthquake in the Nankai
Trough or directly under Metropolitan Tokyo would
cause catastrophic disaster across a wide area. To
minimize damage in such cases, it is necessary to act
appropriately. Since sediment disasters often occur inremote isolated locations, it is important to grasp thewhole picture of a disaster including the location andscale at an early stage.
Individual disasters were conventionally grasped byreporting or patrols, but the conditions of area-wide
disaster are understood using helicopters deployed toeach Regional Development Bureau. Moreover, inverifying the damage in the Great East Japan Earthquake,
Typhoon No. 12 of 2011 and other disasters, attempts
were made to obtain pictures and information collectedby synthetic aperture radar from an airplane or satellite
and use them for addressing disasters. This approachachieved a certain level of success.
In addition, the development and utilization oftechnologies that contribute to crisis management areproceeding, including efforts to develop a seismographfor instant pinpointing of the location of large-scalecollapses, efforts to estimate collapse-prone areas fromseismic intensity distribution, efforts to estimate upstream
channel blockage from water gauge data, and systems tocollect information from residents using SNS. Thus,
study is underway to grasp of large sediment migration
phenomena in real-time.
In the future, we are going to improve the accuracy ofsuch information and study the development of
information transfer systems to support resident warningand evacuation systems.
The findings from theaforementioned studies are used not only for crisis
management in disasters but also for long-term landmonitoring through constant monitoring of mountainous
areas and the logging of that data.
5. Technical support in sediment disasters
Sediment disasters frequently occur in Japan, but local
governments have few technical experts with thoroughknowledge of sediment disasters. In the event of asediment disaster, personnel of NILIM and PWRI often
provide technical advice, as experts, at the site since it isurgently required to prevent secondary disasters in search
activities, etc., ensure the safety of residents, and takeemergency measures. In fiscal 2012, a total of 12
persons were dispatched from NILIM to 10 disaster
stricken areas, and 8 persons were dispatched as
Tec-Force in fiscal 2013 to Izu-Oshima to support theactivities of Tokyo and Izu-Oshima.
Regional Development Bureaus also need personnel
familiar with disaster response in order to provide active
support to local governments in the event of a disaster.
In order to support the development of such personnel,
the Erosion and Sediment Control Division has been
receiving personnel from the Regional Development
Bureaus since fiscal 2013, who concurrently serve bothorganizations.
We provide such personnel with
opportunities to study and discuss issues on disaster
response and support them in acquiring the required
capabilities, including how to grasp the flow of on-site
response and technical viewpoints, by introducing our
know-how when they accompany us on visits to provide
technical guidance on disaster response.
We would like to continue efforts to reflect the findingsof our division in the policies on sediment disasterprevention measures, to contribute to the improvement indisaster response capability of MLIT in general, and toeliminate disasters.

Research Trends and Results
Preparation of Sediment Balance Map by Grain Size Group for
Promotion of Comprehensive Sediment Management
HATTORI Atsushi (Ph.D.), Head; FUKUSHIMA Masaki (Ph.D.), Senior Researcher;
KOBAYASHI Katsuya, Researcher; MASUYA Shigekazu, Guest Research Engineer
River Division, River Department
Keywords: sediment transport system, sediment balance, grain size groupdecreasing for the same. Accordingly, for example, inmountainous area (including branch rivers), the amountof transfer to a river channel is obtained by deducting theamount of "blue" from "red."With this method, it is possible to grasp the relations
between sediment balance in a river channel and theamount of transfer between areas. In the figure, forgravel, gravel extraction from the river channel isestimated to have a greater effect on degradation of theriverbed
comparedwithdam
sedimentation.
Furthermore, for sand and silt / clay, gravel extraction
from the river channel has little effect and dam
sedimentation is estimated to have a direct effect on theamount of transfer to coastal areas.
In the future, we plan to prepare sediment balancemaps for each of the 109 river systems with analyses
similar to above and utilize them for promoting≪土砂収支図≫comprehensive
sediment management for each river.
≪土砂収支図≫≪土砂収支図≫
3

黒
部
川
水
系
黒
部
川
水
系
黒部
部川
川水
水系
系::: Mountainous
黒部
部川
川水
水系
系
黒
黒

(西暦)： 1958
1958 ～～ 2006
2006
(西暦)：
area

礫
の
土
砂
収
支
図
礫の
の土
土砂
砂収
収支
支図
図
礫
1,200

Legend
凡例

1,000
1,000

Amount of
河道部へのtransfer to river
受け渡し量channel

0
00
-200
-200
-200
-400
-400
-400
砂
の
土
砂
収
支
図
砂の
の土
土砂
砂収
収支
支図
図
砂
1,200
1,200
1,200

砂

Silt / clay3

[千m3/年][千m3/年][千m3/年]
m /yearthousand

1,000
1,000
1,000
800
800
800
600
600
600

400
400
400
200
200
200
0
00
-200
-200
-200
-400
-400
-400
シ
ル
ト
・
粘
土
の
土
砂
収
支
図
シル
ルト
ト・
・粘
粘土
土の
の土
土砂
砂収
収支
支図
図
シ
1,200
1,200
1,200

支
川
群
支川
川群
群
支

河道
道区
区域
域
河
（
直
轄
管
理
区
間
）
（直
直轄
轄管
管理
理区
区間
間）
）
（

河
道
容
積
変
化
量

下
流
へ
の
給
砂
量

下流合流点又は下流合流点又はSand feeding to
下流合流点又は海岸への供給量(-)
海岸への供給量(-)
海岸への供給量(-)
downstream

河
道
外
搬
出
入
量
河道区域

in river
Changes
実質的な
実質的な
実質的な
channel volume
河道容積増加量(+)
河道容積増加量(+)
河道容積増加量(+)

砂
利
採
取
量

Amount of transfer
河道搬出(入)量(-)
河道搬出(入)量(-)
河道搬出(入)量(-)
river channel
outside

支
川
等
堆
砂
量

Gravelextraction
砂利採取量(-)
砂利採取量(-)
砂利採取量(-)

土
砂
生
産
域
土砂
砂生
生産
産域
域
土
～
ダ
ム
流
域
～ダ
ダム
ム流
流域
域
～

SG境界等堆積量
Sedimentation
SG境界等堆積量inSG境界等堆積量(-)(-)
river, etc.
branch
(-)

ダ
ム
堆
砂
量
ダム堆砂量(-)

土砂生産量(+)
土砂生産量(+)
yield
Sediment
土砂生産量(+)

土
砂
生
産
量

sedimentationDam
ダム堆砂量(-)
ダム堆砂量(-)

0
00
-200
-200
-200
-400
-400
-400

[千m3/年][千m3/年][千m3/年]3[千m3/年][千m3/年]
m /yearthousand[千m3/年]

シ 1,000
1,000
ル 1,000
800
800
ト 800
600
600
600
・
400
粘 400
400
200
土 200
200

海
岸
・
合
流
点
海岸
岸・
・合
合流
流点
点
海

200
0
00
-200
-200
-200
-400
-400
-400

砂利採取量
砂利採取量
砂利採取量
(特定採取)(-)(特定採取)(-)(特定採取)(-)

：
：
400
上
400 上
400
流
流
200
200
200
か か
ら000 ら
下
下
-200
-200
-200
流
流
-400
-400
-400
へ
へ
の の
1,200
1,200
1,200
土 土
1,000
砂
砂
1,000
1,000
受
受
800
800
800
け
け
600
600 渡
渡
600
し
400
400 し
400
量
量
200
200 を
200
を
増000 減
加
少
-200
-200
-200
さ
さ
-400
-400 せ
せ
-400
る
る
1,200
1,200
1,200
方 方
1,000
1,000
向 向
1,000
に
800
800 に
800
働
働
600
600
600
く
く
400
も
400 も
400
の
の
200
200

砂利採取量
砂利採取量
砂利採取量
(指定区間)(-)(指定区間)(-)(指定区間)(-)

Sand

3[千m3/年][千m3/年]
m /yearthousand[千m3/年]

800
800
800
600
600
600
400
400
400
200
200
200

: Decrease in the amount of sediment transfer from upstream to downstream

1,200
1,200
1,200
1,000
1,000
1,000
800
800
800
600
600
600

1,200
礫 1,200
1,000

砂防土砂流出
砂防土砂流出
砂防土砂流出抑制量(-)
抑制量(-)
抑制量(-)

Gravel

山地部
area

単位：【千m 3/年】
単位：【千m3 /年】/年】
単位：【千m
評価期間： S33 ～H18
評価期間： S33 ～H18

評価期間： S33～
H18
Downstream
Riverchannel(西暦)： 1958
～ 2006 / Coastal
河道部
下流・海岸部

Branch支川river: Increase in the amount of sediment transfer from upstream to downstream

1. Importance of organization of basic information
for comprehensive sediment management
Comprehensive sediment management means to takedrastic measures that connect different areas from aviewpoint of "sediment transport system," i.e., a group ofareas connected in terms of sediment transfer, byremoving the limitation of area-specific measures, suchas for mountains, river channels, and coastal areas withregard to sediment-related issues including disasterprevention and environmental conservation.
This
concept was proposed a long time ago but is not yet
established in the practice of river management.
One reason for that is that it takes much time to collectand organize the data from previous surveys and analyses,
and identify sediment movement for the scale of asediment transport system that is based comprehensive
sediment management. The circumstances giving rise tosuch reason are as follows.
1) Record periods, resolutions (spatial / temporalobservation intervals, data acquisition methods, etc.), andquality (e.g. planned value or actual value) of theobservations and other data are not unified mainly
because different entities performed projects in different
areas, and the scale and location of projects changed
according to social, economic, or other situations.
2) Under such constraints, it requires experience toorganize and analyze data with an approach to identifying
the relevance between each issue and sediment
movement according on the scale of a sediment transportsystem.
Therefore, we decided to collect relevant data in a
retrospective and comprehensive manner, and create asediment balance map that reflects the status of sedimenttransfer in mountainous area (including dams) and coastal
areas based on the sediment balance of river channels
connected to those areas in the 109 river systems
managed by the country.
2. Preparation of sediment balance map by grain
size group as basic information
A sediment balance map indicates dam sedimentation,
branch river sedimentation, transfer of sediment from theriver channel in river development or maintenance, gravel
extraction, increase in channel volume calculated fromchanges in river channel shape, and sediment yield
estimated from geology, etc. Each of these quantities isclassified according to grain size groups (gravel, sand, silt
/ clay) and indicated as an annual average value. Whenthe color of a bar indicating the amount is "red," it meansincreasing transfer from mountain to river channel orfrom river channel to coast, and when "blue," it means

Fig.: Example of Sediment Balance Map by Grain
Size GroupResearch Trends and ResultsRiver Tsunami Simulation Experiment with Large
Hydraulic Model
HATTORI Atsushi (Dr. Eng.), Head; FUKUSHIMA Masaki (Dr. Eng.), Senior Researcher;
MATSUURA Tatsuro, Senior Researcher
River Division, River Department
Keywords: river tsunami, flood, water level

2. River tsunami simulation experiment using alarge model
In order to deepen the understanding of suchcharacteristics of river tsunami, we conducted asimulation experiment 1) by running water up a large scalemodel of an actual river to obtain data on various tsunami
scales and terrains, in addition to the data on the actual
tsunami caused by the Great East Japan Earthquake. We
made a 1:330 model of the area of 10 km x 11 km, as
shown in the Photo, which includes the protected
lowland up to the point about 10 km upward from themouth of Kitakami River.
Digging a sand bar or flood plane was expected tofacilitate the run-up of tsunami and consequently raise
upstream water level, which was, however, not observedin the simulation, and the water level was lower than
before digging at some points.

River levee (upstream)
Spur close to the levee

Flood planeRiver levee(downstream)

Sandbank Flow direction

Coastal levee

Water gauge

River levee
Water gauge

Wave-making device

River-mouthbar

Direction of tsunami
propagation

Photo: Overview of Model Waterway
Maximum tsunami water level/ Levee height T.P (m)1. Characteristics of River Tsunami to Consider
in Studying Measures
The water level of tsunami is essential information inconsidering various measures for tsunami disasters, suchas determination of levee height and discussion on town
development / evacuation. Water levels in rivers or
flooded areas are generally obtained through tsunami
analysis by tracing a series of events including arrival at
the coast and run-up along the river channel. In suchtracing, characteristics of rivers should be taken into
consideration.
One of such characteristics is topographic changes inriver channel. As flood control measures, a sand bar
and other areas where river bed is high may be dug down
to lower the water level in case of flood or flood plane
may be dug to widen the river. If such digging causes
any change to tsunami water level, it should beconsidered in determining the height of levee.
Another characteristic is that whether tsunami water
could overtop from the river or magnitude of tsunami
may change according to the condition of levee breakage.
The reason for mentioning this is that if tsunami water
breaks the levee and overtops and floods, the level ofwater that further runs upward from the breakage point
may be lowered. Since such events occur in various
ways, it is important to consider them and observe thecondition of flood at various points in the upstream anddownstream.

Protruding area ofthe spur

Height of right side
leveeWith levee
Remove thedownstream levee

Mountain side

Mountain side

Distance from River Mouth (km)Figure: Measurement of Maximum Water Level ofRun-up Tsunami

To simulate a situation where the downstream levee
shown in the Photo was broken, we also conducted theexperiment by removing the same levee. The result
showed the water overtopped about 1 m from the levee
upstream the river in the protruding area of the spur,
while the water overtops about 2 m in the experiment
simulating a situation where no breakage of the leveeoccurs (see the Figure).
3. Future study
It is not yet clarified what conditions of tsunami andtopography cause such phenomena but they would
suggest the necessity of study under various conditions
according to locations, scales of topographic changes, etc.
In order to study such issues more simply and accurately,
we are further considering with tsunami experts aiming
for further improvement of analytical methods andpresentation of how to set conditions.
[Reference] Masaki FUKUSHIMA, Tatsuro MATSUURA,
Atsushi HATTORI, "Experimental Study on the Characteristicsof River Tsunami," Journal of Japan Society of Civil Engineers,
Ser. B2 (Coastal Engineering), Vol. 60, No. 2, pp. I_261-265,2013.

Research Trends and Results
Resilient Structure for Coastal Dikes -- Structural Device Considering theEffect of Pressure Increase in Dike Body -SUWA Yoshio, Head; KATO Fuminori, Senior Researcher; HIMENO Kazuki, Researcher
Coast Division, River Department
Keywords: tsunami, coastal dike, resilient structure
should be avoided. It is also effective to provide a device
that controls the movement of the landward slope
armoring, and thus, reduces the force with which thelandward slope armoring pushes the foundation when thepressure increases inside the dike body. It is also
effective to install sheet piles in the foundation to control
its movement, although they are not as strong as soil
improvement.
Dike top
armor
天端被覆工

Rise in saturated surface
浸潤面

⑤

⑥
Landward
slope armoring
裏法被覆工

③

②

④
①

(i)

Increase in lift pressure applied to the landward①堤体内の浸潤面の上昇により裏法被覆
slope armoring due to the rise in saturated surface
工に作用する揚圧力が上昇
in the dike body②裏法被覆工と裏法面との摩擦力が低下(ii)
Decrease in frictional force between the landward
slope armoring and landward slope③裏法被覆工の自重が基礎工に作用(iii)
Dead weight of the landward slope armoring acts
④基礎工が滑動若しくは転倒(iv)⑤裏法被覆工が移動し、天端被覆工
Foundation slides or falls.
(v) Landward slope armoring moves, creatingとの間に隙間a gap under the top armor.
(vi)⑥フィルター層及び堤体土の流出
Outflow of filter layer and dike body soilon the foundation.

Figure 1: Disaster Mechanism of Landward Slope
Armoring by Rise in Saturated Surface
Reducethe force that
裏法被覆工のpushes the foundation by
移動抑制によりcontrollingthe movement ofthelandward slope armor
基礎工を押す力
armoring.

を低減する

被覆工の下に捨てProvideconcrete
sub-slabs
under theコンクリートを施す
armor(to avoid the（フィルター層を入
filterlayer).
れない）
Use material resistant to
浸透しにくい材料を
saturation for the dike
堤体土に用いるbody soil.

Control
the movement
矢板により基of the foundation with
礎工の移動を
sheet pile.

洗
掘

Scour

1. Background and objective
Engineers have long sought a coastal dike structurethat can be resilient even in the case of a tsunami
exceeding the designed tsunami height of the dike.
When tsunami waves overtop a three-face-armoredconcrete dike, saturated surface in the dike body increases
as water penetrates the body; the force of the overtopping
water results in scouring on the landward side. To protect
the landward slope toe from scouring, soil improvement
and other remediation methods were found to be effective1), and soil improvement was adopted in the disaster
restoration project for the Southern Coast of Sendai Bay.
This study examined a resilient structure against tsunami
overtopping for coastal dikes with flat laid concrete armor,
for which the pressure rise in the dike body is a concern,by conducting experiments with a large model to detectpressure rises in the dike body in the case of tsunami
overtopping. 2)
2. Results of study
First, pressure gauges were attached under the concretearmoring to measure the pressure inside the dike bodyduring overtopping. It was found that, when thetsunami overtopped the coastal dike, pressure under theconcrete armoring increased and reached a level at which
the concrete armoring on the landward slope could
become unstable. This would depend on conditions, sincea filter layer is provided under the concrete armoring orseaward slope toe to accelerate saturation into the dikebody.
Next, assuming an area where the space on the landside of the dike was limited, an experiment with a large
model was conducted. The purpose of this experiment
was to study the impact of the filter layer under theconcrete armoring and the effect of sheet piles (e.g., sheet
piles installed under the foundation of a coastal dike withconcrete armoring to control scouring). Movement of
the landward slope armoring was controlled when no
filter layer was provided under the armoring, andmovement of the foundation was controlled by
combining the landward slope armoring with theembankment soil by an iron frame.
The disaster mechanism of coastal dikes with concretearmoring that was confirmed by this experiment is
illustrated in Fig. 1. Considering this mechanism, as
shown in Fig. 2, a filter layer that facilitates saturation in
the dike body between the armor and dike body soil

抑制する

Figure 2: Structural Device for Coastal Dike with
Concrete Armors in Limited Space[Reference]
1) NILIM: A Study on Resilient Structures for Coastal Dikes,
NILIM Technical Bulletin, 2012
http://www.nilim.go.jp/lab/fcg/labo/02_02.html

2) Kato, Suwa & Hatogai: Structures for Coastal Dike
with Concrete Armors Resilient to Tsunami Overflow,
Journal of JSCE, Series B2 (Coastal Engineering), Vol.69,
No.2, pp.I_1021-I_1025, 2013.

Research Trend and Results

Deprivation/Recovery of coastal cities’
disaster-prevention facilities functions by theGreat East Japan Earthquake tsunami andthe construction of disaster-prevention cities’
lodgment functions and creation ofdisaster-prevention cities
KIUCHI Nozomu (Dr. Eng.), HeadUrban Disaster Mitigation Division, Urban Planning Department
KATSUMATA Wataru (Dr. Eng.), Senior Researcher
Urban Development Division, Urban Planning Department(Key words) Tsunami disaster-prevention city creation, Coastal city. Disaster-prevention facilities,
Great East Japan Earthquake
1. Foreword
In the Great East Japan Earthquake, due tomassive tsunami said to occur once in several
hundred years or a thousand years, many ofdisaster preparedness facilities such as local
government offices and hospitals, fire stations,shelters or the like became dysfunctional causedby flood and interference occurred in
independently dealing with disasters as cities. In
the “Research on disaster structuring support
technology for coastal cities.” being tackled by
the Urban Planning Department (fiscal 2012 –2014), research has been proceeded with disaster
preparedness facilities against massive tsunami
and the method for ensuring functions by
disaster-prevention urban city structuring.
2. Location of disaster preparedness
facilities and urban planning
According to an assumption of the biggest classof tsunami flood being carried out in each region
currently, many of disaster preparedness facilities
have been included in the flood zone, and its
relocation to highlands has been deliberated.
Meanwhile, many of such facilities are locatedadjacent to central urban districts, contributing to
the convenience for inhabitants in normal times.
In order for fast and sloppy relocations ofdisaster preparedness facilities not to invite cities’
declination in parallel with decrease in population,
increase in earthquake/inundation resistances forthese facilities and relocation to safer districts andidentification of alternative facilities to replace
existing functions, preferential functional
recovery after disaster, enhancement in resilience
for lifelines, ensuring delivery networks or the
like, shall integrally be carried out in harmony
with the future images of cities.
3. Survey results in afflicted cities

Last fiscal year, targeting devastated cities bytsunami in the Great East Japan Earthquake, weinvestigated damages of disaster preparedness
facilities and resulting interferences on
ensuring functions, the situation of functional
recoveries by compiling literatures and hearingor the like. Due to tsunami damages surpassing
presumption, although the measures prescribedin existing regional disaster-prevention plansvaried in many cities, as a result, the facilities’
spatialallocationsof
urban
disaster
preparedness facilities (including substitutefacilities)
andspatialallocationsinurban/regional levels and locational relations
with each facility and arterial roads or the likehave been found affected to not only facilities’
damaged conditions but also to its functions in
its emergency response and recovery /restoration periods. If aligned phenomena seen
in urban/regional levels with reference toensuring disaster-prevention functions, it leads
to the following charts.
4. Preparation for Nankai trough giant
earthquake
Currently, deliberating a scenario for ensuring
disaster preparedness facilities’ functions inTokushima and Wakayama Prefectures whereindicated presumption of tsunami flooding by
Nankai trough giant earthquake and we are
discussing methods to boost its effects.
[Reference] Urban Disaster Mitigation Division
Home Page: Current Study
http://www.nilim.go.jp/lab/jdg/index2.htm

a. Deprivation, Substitution and Relocation of Functions
continuancea) relocatiob)c)continuancenb. Consolidation and Dispersal of Headquarter Functionsa)relocation andconsolidationc)b)multipolarity
relocationdifficult tocooperatecontinuanceand isolationc. Hierarchy of Stations for External Disaster Relief Teamsa)b)singlestationc)operation
troops disperse
operation troops
deployd. Centralization and Decentration of Distribution Stations for Relief Suppliesb)a)singlestationhierarchicalsystemc)
assignation by typee. Hierarchy of Shelter Functions
placement of
medicalb) treatment patrola)
aid stations

f. Accesses to Disaster Preparedness Facilitiesb) mutual access viaa) access fromarteryarterial highwayc)access via
trailsＨ
heliport
severedg. Different Use of Public Facilities according to Locations
original functionrecovery
evacuation
stationing
retreataggregation
accumulation
acceptancetemporaryrelocation

andPeripher
Hinterlan
Inlan
forwarding
aland regional levels observed in reference to ensuring disaster preparedness functions indFigure Phenomenad at cities’
tsunami disaster preventive cities

Research Trends and Results

Development of Tsunami Evacuation Safety
Evaluation Method Aiming at Improvements for Safe
Urban Districts
IWAMI Tatsuya, Senior Researcher
TAKEYA Shuichi (Dr. Eng.), Head
Construction Economics Division, Research Center for Land and Construction Management(Key words)

Tsunami evacuation, Simulation, Improvement for urban districts

1. Foreword
In the Great East Japan Earthquake, the importance ofcountermeasures against tsunami was highlighted due tothe multitude of deaths that occurred. However, thetsunami evacuation safety evaluation method based on
aspects of urban district improvements cannot be said tohave sufficiently been deliberated.
NILIM has been dealing with the development of thetsunami evacuation safety evaluation method necessary
for planning urban district improvement projects, and weshall herewith introduce the outline of the research andthe perspective of R&D (research and development) for
the future centering on the tsunami evacuation simulator
being deliberated as its series.
2. Outline of the tsunami evacuation safety
evaluation method
The tsunami evacuation safety evaluation method isformulated by deliberating the following three items.
・Development of tsunami evacuation simulator
・ Development of method to identify places/factors
disturbing evacuation
・Development of planning methods
Of these, the tsunami evacuation simulator is a programto pursue solutions as to whether each person in a region
can reach a safety shelter by calculating their evacuation
behavior, maximally utilizing existing research results(fire evacuation models, vehicle transport models, andtsunami retroaction models). We have been carrying out
deliberations introducing new knowledge andtechnologies. (Figure 1)
Development of tsunami evacuation simulator
Input
Terrain / Road network / Building / Evacuation facilities /Time /Inhabitants (visitors) / Tsunami condition / Fire condition, etc.

Tsunami evacuation simulator
Improvement

New
development

for existing modelFireevacuation
model

Evacuation
behavior
model basedon actual
state

Vehicletransport
model

Functions for
identify
Evacuation
disturbing
places / factors

Tsunamiretroaction
model

OutputEvacuation disturbing places / evacuation disturbing factors

Development of method to
identify places / factors
disturbing evacuation

3. Tsunami evacuation simulator
As a calculation model for evacuation behavior, indecision-making for evacuation commencement /destination selection / transferring route selection,
evacuation is initiated at a point when an evacuation risk
by tsunami and fire is in excess of a set level, so weestablished an evacuation behavior model making it abasic point to select destinations and transfer routes withminimal risks, and have prepared a program coordinatedwith tsunami retroacting calculation results and fire,building collapse and the like. (Figure 2, 3)
Evacuation
destination

Evacuation
destination
Heat reception
by fire●Preference
Preference fordestination, evacuation
initiation time,
subservience, etc.

Blockage ofroads bybuilding
collapse●Situation of
peripheryStarting point
Tsunami- Congested situation,- Fire situation,- tsunami situation,- acquisition ofevacuation direction,etc.

●Knowledge- Evacuation route of normal situation- Expected result of Tsunami damage- Information about evacuation route thathas been already passed- Location that is closed- Congested situation- Shelter filled with people

With assessment of thesituation individually,
evacuees decide theaction.

● Physical characteristics- Walking speed,- Passable unevenness,
inclinations,etc.

Figure2: Conceptual chart for evacuation behavior model

Areas where thetsunami has reached

Evacuees
Before the start ofthe evacuation
During evacuation
During evacuation(Congestion)

Evacuees’ behavior changing every moment
calculating by the tsunami evacuation simulator
Deliberation for
identifying/calculation method-Accumulation of evacuees / congested places-Multiply occurring areas of dead and wounded-Shelters’ capacity insufficient places-Important routs in view of evacuation and so on

Development of planning
methodMenu for the elimination of evacuation
disturbances- New construction / width enlargement forevacuation routes- Relocation to uplands- Expansion of shelters- Making roadside buildings earthquake
resistant / noncombustible- Doubling of key routs, and others

Combine these items, put priority order anddeliberate effect verification or the like.

Figure1: Research composition of development fortsunami evacuation safety evaluation method

Figure 3: Calculation examples
4. Conclusion
We have carried out the development of an evacuation
simulator with consideration to risks of tsunami, fire or
the like. In the future, we will verify the effectiveness ofthe simulator in the design process of urban district
improvement, as well as incorporating calculations forevacuation behavior using vehicles.
[Reference]
IWAMI Tatsuya, TAKEYA Shuichi, KIUCHI Nozomu:

Fundamental Study of Evacuation Safety Assessment
Method in Accordance with the Tsunami Evacuation
Risk,, Proceedings of Infrastructure Planning, Vol.48,
November 2013.

Research Trends and Results

Functions road networks need to support disastervictims of a large-scale earthquake
MABUCHI Toshiaki, Senior Researcher
KANEKO Masahiro, HeadKIMURA Yuji, Senior Researcher
Earthquake Disaster Prevention Division, Research Center for Disaster Management(Key words) Earthquake, disaster response, road network
1. Introduction
When an earthquake occurs, many disaster responseorganizations take a variety of disaster response
actions including searching for missing people, firstaid and life-saving, fire-fighting activities, medical
treatment, and supplying water, food, and medical
supplies in order to assist the victims of the disaster.
In order to take these disaster response activities, itis necessary for the people who perform first aid andlife-saving activities, water food and other materials to
be moved or transported from outside the disaster area
into the disaster area; an activity in which road
networks play an important role.
This research was done by collecting information
about various types of disaster response activities bymany organizations, organizing the correlation ofvarious disaster response activities with moving andtransporting people and materials, and evaluating thefunctions which a road network must have to ensuresmooth movement and transport.
2. Organizing response activities by different
organizations during a disaster
Based on the 9 categories of disaster emergency
measures in the Basic Disaster Prevention Plan(editedbytheCabinetOffice),theresearchers
comprehensively collected all kinds of disaster
response activities from legally required plans of allorganizations that respond to disasters (prefectures,cities, police, fire departments, Self-defense Forcesetc.), from disaster prevention related plans(guidelines, BCP, disaster prevention work plans,disaster prevention project plans etc.) and from actual
actions taken in response to the Great East Japan
Earthquake, and abstracted and organized about 250
activities that roads can support based on thecharacteristics of various modes of transportation(speed, capacity, mobility, etc.).
Next, they categorized the abstracted activities
according to purpose such as “ensuring traffic toperform emergency transport”, and organized thequestion, “What is transported from where (base) towhere (base)?” for all the approximately 250
activities.

Example of Response Activities in Iwate
Prefecture

3. Evaluation of road networks focused on disaster
response activities
An attempt was made to evaluate the functions of aroad network as emergency transport roads1) in Iwate
Prefecture. Here, the range of the hypothetical disasterregion was set with reference to the Great East Japan
Earthquake.
The figure presents a case of evaluation of functions
done by selecting, as the example of a disaster
response activity, movement from a base (regional
office of a prefecture outside the disaster region) to abase (city, town or village office in the disaster region)
as the “movement of people to support the opening ofroads”.
The combination of the bases (regional offices of aprefecture) (■mark) and bases (city, town or village
offices) (●mark) was set based on distance and thedegree of relevance at normal times, and the roads formovement between the bases were selected as theshortest routes. And the degree of overlapping ofroads linking the bases was represented by the
thickness of the lines in each section of the road
network.
Roads represented by thick lines in the figure areroads necessary for “movement of people to support
the opening of roads”, and sections are evaluatedassuming that the thicker the lines, the more importantthe section. By representing other actions on the map
in the same way, for example, using those which
represent these superimposed on other purposes, it ispossible to evaluate the functions a road networkneeds to support disaster victims[Sources]
1. Iwate Prefecture Regional Disaster Prevention Plan
(March 2012)Research Trends and Results

Survey of impact of road disasters on traffic andcountermeasure effectiveness
KIMURA Yuji, Senior Researcher
KANEKO Masahiro, Head
MABUCHI Toshiaki, Senior Researcher
Earthquake Disaster Prevention Division, Research Center for Disaster Management(Key words) Road disaster prevention countermeasures, impact on road traffic, road disaster prevention inspection
items, evaluating countermeasure effectiveness

Road arrival distance (m)
道路到達距離(m)

20.0
18.0

θ=45°
θ=40°

Zone [3]ゾーン③

桃色：崩壊深さ3m

Orange: collapse depth 3m
水色：崩壊深さ1m
16.0 Light
blue: collapse depth 1m
14.0

θ=35°

12.0

θ=30°

10.0

θ=45°
θ=40°
θ=35°
θ=30°

Zone
[1]
ゾーン①

8.0
6.0

4.0
2.0

Zone
[2]
ゾーン②

0.0
0

10

20

Set as slope and road
7m apart and road widthof 6m (3m×2 lanes)

30
40
50
Averageslope height (m)
平均斜面高さ(m)60

70Figure 1. Relationship of Average Slope Height with
Road Arrival Distance
Next, the relationship of the quantity of collapsed
soil with the road closure time in past disaster cases
was organized by selecting 54 cases from pastdisasters on national government operated roads
throughout Japan, revealing that although scattered, as
the approximate quantities of collapsed soil increases,
the length of time the road is closed tends to increase(Fig. 2).
40,00035,000closure time (min.)Road
通行止め時間（分）1. Introduction
Road managers work to implement efficientcountermeasure projects with limited budgets based on
documents such as the results of comprehensive
inspections of road disaster prevention, in order tomaintain and manage roads in ways appropriate to theharsh natural conditions found in Japan. This survey
collected and analyzed cases of disasters caused byroad slope disasters to organize conditions that causeroad disasters at the same time as it studied a methodof evaluating the impacts of road disasters on roadtraffic and the effectiveness of road disasterprevention countermeasures, in order to provide
information that will contribute to the efficient
implementation of disaster prevention countermeasureprojects
2. Estimating distances to roads and evaluating
impact on traffic
To study the impact of road slope disasters on
traffic, the relationship between the state of occurrenceof disasters and road disaster prevention inspection
items on roads operated by the national government
from 1990 to 2004 was organized, and an effort wasmade to use an existing formula1)to calculate the soil
traveling distance at two locations where it ishypothesized based on the organized conditions that acomplete road closure would occur, revealing that in
all cases, the discharged soil would cover the entire
road surface.
The above formula was used to calculate thedistance the discharged soil would travel to reach theroad and at the same time, its impact on closure of theroad to traffic was evaluated considering the roadwidth, and the distance between the slope and the road(Fig. 1). The result reveals that at slope height of 20m
or less, regardless of the depth of the collapse (zone[1]), and even at slope height higher than 20m, atcollapse depth of 1m or less (zone[2]), the collapsed
soil would stop by one lane of the road.

30,00025,00020,00015,00010,000
5,000
0
0

2,000

4,000

6,000

8,000

10,00012,00014,00016,000

流出土砂量（ｍ3）
Quantity ofdischarged soil (m3)Figure 2. Organization of Relationship of Quantityof Discharged Soil with Traffic Closure Time
3. Evaluation of countermeasure effectiveness
From the disaster cases selected in 2 above,
focusing on the quantity of soil reduced bycountermeasures, the state of appearance of effects ofvarious countermeasure works and the reduction of thequantity of soil that can be counted on to occur wereorganized. As examples, for “protective net works”
and “safety barrier works + revetment works”, it wasobserved that they do prevent some of the soil frombeing discharged onto the road, but in the case of ahuge quantity of soil that would cover the entire roadsurface, it is impossible to capture it all. So to selectcountermeasure work methods, it is considered to benecessary to also consider adding conditions such as
the estimated quantity of collapsed soil shown in 2, its
impact on traffic, etc.
4. Summary
Methods of estimating the scale of a disaster and its
impact on road traffic, selecting countermeasure
works, and evaluating the effectiveness of the works
were successfully studied by collecting and analyzingcases of road slope disasters. In the future, we will
analyze cases focusing on topographical andgeological conditions for example to continue to study
the improvement of the method and its applicability tovarious types of locations.
[Sources]
1) Notification stipulating the method etc. that the
Minister of Land, Infrastructure, Transport and Tourism
stipulates based on the provisions of Article 2 item (2) ofthe Enforcement Order of the Act on Sediment Disaster
Countermeasures for Sediment Disaster Prone Areas,
2001

Research Trends and Results

Efforts to Minimize Damage to Sewerage
Infrastructure in the Event of a Major Earthquake
OGAWA Fumiaki, Head; FUKATANI Wataru, Senior Researcher; MATSUHASHI Manabu, Researcher
Wastewater System Division, Water Quality Control Department
Keywords: sewerage pipeline, major earthquake, database, disaster support system
1. Introduction
In the Cabinet Office Central Disaster Prevention
Council, there is concern about a massive earthquake that
may occur in the Nankai Trough or directly under
Metropolitan Tokyo. Should such an earthquake occur,
sewer pipelines, one of the critical lifelines, are expected
to suffer serious damage. It is, therefore, urgently
required to establish pre- and post-earthquake measures
to minimize damage, ensure toilet functions after
earthquake and preserve water quality in public waters.
Since damage simulations of higher accuracy are required
to implement effective measures, it is effective to analyze
and utilize damage trends based on data on pipeline
damage caused by past earthquakes including the Great
East Japan Earthquake.
NILIM is organizing data on pipeline damage causedby past earthquakes in a unitifed format in order to utilize
the data for simulating damage to sewer pipeline
infrastructure in the event of a massive earthquake suchas a Nankai Trough Massive Earthquake. Using this data,
NILIM is performing simulations of damage to sewer
pipeline infrastructure in the event of a massive Nankai
Trough Earthquake, studying disaster support systems
and effective earthquake-proofing for infrastructure, andevaluating priorities in disaster mitigation measures.
2. Establishment of a database of damage
information on sewer pipeline infrastructure
Since earthquake-proofing of existing infrastructure
requires a lot of money and time, it is necessary to
promote earthquake-proofing efficiently and effectively
by estimating areas prone to damage in advance,
determining priorities amongst earthquake proofing
measures, and focusing investment in areas of highpriority.
In prioritizing earthquake-proof measures, it isnecessary to consider the probability of damage to any
sewer system and the social impact if the seweragesystem is damaged. To consider the probability ofdamage, it is effective to analyze damage trends, but
information on past damage is not well organized. NILIM
is collecting information on damage to sewerage systems
available since the 2000 Western Tottori Earthquake, tocreate a database in a unified format.
In fiscal 2013, data from about 130 local governments
damaged by the Great East Japan Earthquake wascollected to organize the data on the specifications ofsewer pipeline infrastructure (pipe type, pipe diameter,
year of installation, etc.) and level of damage thereto,

damage information including the number of cases ofmanhole liquefaction, ground information including thenature of soil, N-value, etc., and turbulence information
including measured seismic intensity, etc.
3. Simulation of damage to sewer pipeline
infrastructure in the event of a massive Nankai
Trough Earthquake and study on support systems
A massive Nankai Trough earthquake, which is expected
to occur, is estimated to cause wide-spread damage
across prefectures and Regional Development Bureaus.
Support from national and local governments is essential
to minimize damage to sewer pipeline infrastructure andrestore functions promptly. It is, therefore, important tostudy in advance necessary support systems, rules of
support, etc. based on damage simulations.
Based on the seismic intensity and flooding fromtsunamis assumed by the Central Disaster Prevention
Council for a massive Nankai Trough Earthquake,
NILIM is simulating damage to sewer pipeline
infrastructure and studying necessary support systems.
In the future, after analyzing the factors that greatly affectdamage quantity, such as earthquake-proofing of
infrastructure and ground conditions, we are going to
improve the accuracy of damage simulations and study
technologies for immediate damage estimation.
4. Conclusions
Since the Great East Japan Earthquake, local
governments throughout the country are reviewing theirdisaster prevention plans and earthquake-proofing
infrastructure. There are various constraints on such
efforts, but since it is essential in the future to simulate
damage at low cost and to a high degree of accuracy, andcarry out measures efficiently and effectively, NILIM
will also advance research relating to the issues.
Kushiro-oki Earthquake
Southern Hyogo Prefecture
Earthquake

infrastructure
specifications

Ground conditions

Mid Niigata Prefecture
Earthquake2011 Tohoku Offshore
Earthquake

Seismic
characteristic

Pipe type

Pipe
diameter

PL value Soil property

Seismic
intensity

Covering Pipe age

Ground water

Acceleration

Figure: Image of Database

Damageclassification

Research Trends and Results

Analysis of damage to road bridges by the tsunami
caused by the Great East Japan Earthquake
TAMAKOSHI Takashi, HeadSHIRATO Masahiro, Senior Researcher (Dr. Eng.)YOKOI Yoshiteru, Researcher
Bridge and Structures Division, Road Department(Key words) Road bridge, tsunami, design
Earthquake.
Among the bridges struck by tsunami, 85 bridges
that are typical bridge types and whose specifications
have been clarified were selected for analysis. The
acting force was obtained using the tsunami waterlevel and flow velocity t the locations where eachbridge was constructed and which were calculated byhydraulic simulations, to calculate the water pressureand hydrodynamic force acting on the bridge girders
based on hydraulic formulae. And resistance force wasassumed to be the self-weight and the shear strength of
the bearing anchor bolts. The figure plots the tsunami
acting force/resistance force (equivalent to thereciprocal of the safety factor) with the lateral axis
representing the horizontal acting force and thevertical axis representing the vertical acting force. The
plot distinguished cases where the Great East Japan
Earthquake washed away the superstructures of actual
bridges and cases where this did not occur. The
predicted damage to the bridges that were washedaway conforms generally to the actual damage, so it ispossible to judge tsunami damage using the tsunami
acting force calculated using the hydraulic formulae.
Among the concrete T-girder bridges and concreteslab bridges, even if the tsunami acting
force/resistance force was less than 1.0, the actual
damage included some that were washed away,
although only a few. In the future, various
specifications such as the state of damage caused by
the Great East Japan Earthquake or the girder shape

1. Introduction
The Great East Japan Earthquake damaged manyroad bridges, as the tsunami washed away theirsuperstructures or washed away the soil behind thebridge abutments. Earthquakes accompanied by hugetsunami could occur again in the future, so to ensure
the functions of road networks in the event of anearthquake disaster, establishing technology capableof appropriately evaluating the impact of tsunami
when constructing or managing road bridges is an
important challenge.
2. Study of design methods considering tsunami
For present day seismic design of road bridges,
methods of verifying the impact of vibrationconsidering restorability have been established, but
specific required performance such as the allowed
form of damage by giant tsunamis and methods ofverifying this performance have not been established.
So methods of considering tsunami acting force, formsof damage considering restorability, and verification
standards that can control the progress of damage arebeing studied.

3 orhigher3

3 orhigher3

3 orhigher 3●： Superstructure washed

Vertical acting force/verticalresistance force

Vertical acting force/verticalresistance force

Vertical acting force/verticalresistance force

3. Study of tsunami acting force
It is necessary to correctly evaluate the acting force
that a tsunami will inflict on a road bridge to perform
design considering tsunami. Therefore, the NILIM hasstudied a method of evaluating tsunami acting force
according to actual damage by the Great East Japan○： Superstructure not

2

2

1

1
0
0
0
0

1

1

2

2

33or
higherHorizontal acting force/horizontal
resistance force(a) Steel plate girder bridge

2

2

1

1
0
0
0
0

1

1

2
2

3 3or

higherHorizontal acting force/horizontal
resistance force(b) Concrete T-girder bridge

away
washed away2

2
Damage prediction and actual
damage conform・ Case of ○: both vertical andhorizontal axes are less than 1.0
・ Case of ●: either the vertical axis
or horizontal axis is 1.0 or higher

1

1

0

00
0

1

1

2

2

33or
higherHorizontal acting force/horizontal
resistance force(c) Concrete slab bridge

Figure. Evaluation of tsunami damage to a bridge

Research Trends and Results
will be analyzed to abstract major factors determining
the occurrence/non-occurrence of tsunami damage andto reflect the findings in the calculation of acting
force.
4. Conclusions
The NILM will continue to conduct research tosystematize required performance to resist tsunami
according to the disaster prevention position of eachroad bridge or the emergency restoration period after
the damage, and to reflect the findings in road bridge
design standards.
[Sources]
Web page of the Bridge and Structures Division
http://www.nilim.go.jp/lab/gcg/index.htm

Research Trend and Results

Efforts for Technical Development of Base
Building for Post-disaster Operation (Researchand Development Project)
HONDA Naomi (Dr. Eng.), Research Coordinator for advanced Building technology
Building Department
IWATA Yoshihiro (Dr. Eng.), Senior Researcher
KABEYASAWA Toshikazu (Dr. Eng.), Researcher
Standard and Accreditation System Division, Building Department
KUBOTA Yuji, Senior Researcher
Environmental and Equipment Standards Division, Building Department
OKUDA Yasuo (Dr. Eng.), Research Coordinator for Disaster Mitigation of Building
Research Center for Disaster Management
WAKIYAMA Yoshio (Dr. Eng.), Senior Researcher
Evaluation System Division, Research Center for Land and Construction Management(Key word) Disaster-prevention building, functional continuation
1. Damage to government buildings andothers by recent natural disasters
In the Great East Japan Earthquake, (1)structural damages by tsunami (photo 1) and (2)functional loss from damage of nonstructuralmembers (nonstructural walls, ceiling and others)(photo 2) occurred and the damage was observed
also in the government buildings which shouldhave been base buildings for post-disaster
operation. A tornado in Tsukuba City in May 2012
caused flying debris leading to massive damage tothe windows and doors of a reinforced concretebuilding. This kind of damage may lead to thefunctional loss of base buildings.
2. Development of base building forpost-disaster operation
In 2013, NILIM started 4-year project called
Technical Development of Base Building for
Post-disaster Operation as a research anddevelopment project in order to develop
technology that enables base buildings to support
emergency/restoration activities immediately after
disasters.

For tsunami countermeasures, development
shall be carried out on the reduction of tsunami
wave force by façade drop-off or the blocking
effect of peripheral buildings.
For earthquake countermeasures, development
shall be carried out on the damage reduction ofreinforced concrete nonstructural walls withappropriate arrangement of structural slits andothers, and damage prevention of suspended
ceilings without clearance between the ceiling andthe surrounding parts and other objects.
For tornado countermeasures, development shallbe carried out on a performance evaluation
method for exterior wall materials.
In addition to these, development shall be
carried out also on disaster preparation ofequipment for operational continuity due to theimportance of infrastructural continuity after adisaster, such as electricity, gas services, watersupply and so on. The design guidelines of basebuildings for post-disaster operation shall bemade with the results of these technologicaldevelopments and other current realizations.

Photo 1 Damages on building by tsunami

Photo 2 Damages on non-structural wall by earthquake[Reference]
http://www.nilim.go.jp/lab/bbg/project/ppdf/pro-h25_5.pdf

Research Trends and Results

Technological Support Software on Calculationof Land Liquefaction Hazard for General Users
AKASHI Tatsuo (Dr. Eng.), HeadOHASHI Masamiki, Senior Researcher
Urban Planning Division, Urban Planning Department(Key words) Liquefaction, Housing site disaster prevention, Great East Japan Earthquake
1. Development of technological support
software
In ground liquefaction, although harm to human
lives is rare, in view of health damages such as
headaches and dizziness or the like and damage tohousing properties and so on, it brings on
tremendously big costs. For this reason, the City
bureau of the Ministry of Land, Infrastructure andTourism officially announced its Technical
Guidelines in Respect to Judgment for
Liquefaction Potential in Residential Land
(hereinafter referred to as Technical Guidelines)
in April 2013.
However, in order to conduct judgment
calculations in accordance with these Technical
Guidelines, the mathematical formulas and graphs
indicated in the Architecture Foundation Design
Guidelines of the Architectural Institute of Japanand the Specifications for Highway Bridges of theJapan Road Association are very complex andrequire specialized knowledge.
In order to solve this problem, the Urban
Planning Department of the National Institure forLand and Infrastructure Management hasdeveloped technological support software called
Judgment Calculation Sheet for Liquefaction
Damage Potential of Residential Land (hereinafterreferred to as the calculation software) to simply
conduct judgment calculations with data obtained
from ground investigations. The calculation
software has been configured based on Excel, withwhich most people have a general knowledge of.

Figure: Output image of calculation software
As shown in the figure, the calculation results
are indicated by visual graphs in tandem withnumerical values to make it apparent whether or
not there is a risk of liquefaction, using a scalewith intervals of 50cm under the surface ofground (whether the FL value is smaller than 1 orlarger than 1). Moreover, the calculation results
are plot-indicated in the judgment chart shown in
the technological guidelines, and copies of output
sheets are contrived to be used for conference
data of autonomous bodies.
2. For facilitation liquefaction hazard
map
For the prevention of liquefaction damage,ensuring an environment under which everybody
can be conscious about whether his or her land
has a risk of liquefaction is important.
The number of local governments whereliquefaction risk degree maps are prepared andpublicized in one way or another is 40 prefecturaland city governments and 282 municipalities as ofApril 2012, to the extent efforts have progressed.
However, the content of efforts varies according
to the local government. In particular, in quite afew cases the original sources to judge the risks
did not utilize boring investigations but wereprepared depending on simple methods such as
visual judgment of terrain. In addition, although
the existence or nonexistence of the occurrence ofliquefaction and the scale of damage varies
according to the scale of the presumed earthquake
vibration, there is no integrated concept;
furthermore, in the current situation the color
coding for maps varies considerably.
The Technical Guidelines prescribe the input
earthquake vibration to be the medium earthquake
vibration of Level 1 (maximum acceleration 200
gal, magnitude in the epicenter 7.5). Although thisis considered to be an integrated scale in the
future, since this is not a great earthquake, it
should be considered to be the lowest limit of thelevel of the countermeasure against liquefaction.
Inasmuch as the calculation software wedeveloped currently can readily be downloaded
from the Homepage of the National Institute forLand and Infrastructure Management, we expect
it to be utilized by many local governments andcitizens and that the configuration and publicationof liquefaction risk maps will progress based on
accumulated ground investigation information.
[Reference]
Homepage of the National Institute for Land andInfrastructure Management
http://www.nilim.go.jp/lab/jbg/takuti/takuti.html

Research Trends and Results

Case Studies and Dynamic Centrifuge Tests to Evaluate
Earthquake Related Damage of Special Levees of Rivers
KAJIO Tatsushi, Researcher; KATAOKA Shojiro, D.Eng, Senior Researcher; KANEKO Masahiro, HeadEarthquake Disaster Prevention Division, Research Center for Disaster Management
Keywords: special levee of river, liquefaction, dynamic centrifuge tests, seismic retrofit

80(cm)
displacement (Max value)
Horizontal
水平変位量（最大値）（cm）

Damage to retaining
擁壁被災ありwall

70

No damage to
擁壁被災なしretaining wall
Damage to sheet
矢板被災ありpile

60

No damage to sheet

矢板被災なし
pile
50
40
30
20
10
0
0

2

4
6
8
Liquefaction(m)
液状化層厚layer（ｍ）

10

12Figure 1: Relation between Horizontal
Displacement in Frame and Thickness ofLiquefaction Layer in Damage Cases
Unit: m (model dimension: mm)
単位：ｍ（模型寸法:mm）75（1 500）

10

10

（200）

（200）

37.5
（750）

5

（100） （100）

10

12.5

10

(200)

（200）

（250）

5

（250）

5

■
■

■

背面土（非液状化層）Dr=85%
Back soil (non-liquefaction
layer) Dr = 85%■▲■▲

Liquefaction layer

■▲

■

▲

▲

■
◆◆
■■■
◆◆

■▲

■▲

▲

20

▲

■
■
◆■
◆■
◆◆

■

■▲

▲

5.4

4

■▲

Dr = 55%

液状化層Dr=55%

6

■
■◆
◆◆
◆■■■

（120）

■▲

（108） （80）

（142）

■
▲

9.4

（188）

7.1

25

■
■

（100）

（750）

12.5

Non-liquefaction layer
非液状化層Dr=90%

（400）

37.5

（500）

1. Introduction
For a river levee, a soil embankment is in principle
constructed. In some cases, however, special levees(Independent type structure: Concrete retaining wall[“retaining wall”]), steel sheet pile ["sheet pile"], or
parapet structure) are constructed due to land conditions,etc. Most of these special levees have a complicatedstructure due to extension / alteration works, etc. Sincesuch special levees are expected to demonstratecomplicated behavior during an earthquake, it is required
to implement advanced earthquake-proof diagnoses andmeasures. Thus, considering that the first step to solve
this issue is to understand their behavior during anearthquake, we collected data on the cases of damage of
special levees in order to analyze the causes andconducted dynamic centrifuge tests to clarify the damage
mechanisms.
2. Case study on the condition of special levees andseismic damage
The special levees in the river sections under the direct
administration of MLIT (209 locations, about 190 km in
total) are mostly composed of parapet structures (approx.
80%), followed by retaining walls (approx. 20%), andsheet piles (less than 10%). Moreover, about 70% ofthem are concentrated in the three major metropolitan
areas, so it is important to ensure earthquake resistance.
Twenty nine damage cases on special levees located in
the sections under the administration of MLIT,
prefectural control, etc., were compiled. It was observedthat major damage occurred where the thickness of theliquefaction layer was more than approx. 3 m for theretaining walls and more than approx. 2 m for the sheet
piles, as shown in Fig.1.,which shows the relationshipbetween displacement and the liquefaction layer during
an earthquake. Thus, the liquefaction layer is considered
to be the main cause of damage.
3. Implementation of centrifuge tests
Model tests were conducted by setting a 1:50 scalemodel (Fig. 2) on the dynamic centrifuge of thecooperating Public Works Research Institute (PWRI) andsubjecting it to excitation under centrifugal accelerationof 50 G. In these tests, the thickness of liquefaction
layer was changed to 3 types for both retaining walls andsheet piles.
The mechanism of damage of special levees was
identified from the centrifuge tests. The pore waterpressure of the liquefaction layer increased under
excitation, following which the ground lost the effective
stress and was liquefied, causing flow force to be directedto the frame. The flow force made the balance of applied
force unstable, consequently causing horizontal/verticaldisplacement and/or rotation (tilt) of the frame. In
addition, the displacement of the retaining walls and the
sheet piles showed the same tendency as the compiled
damage case: horizontal displacement increased as the

Dr = 90%▲▲■
Earth pressure gauge (21■ Strain gauge (12 sheets)
◆
pcs)

■
■

加速度計(20個）
土圧計(21個) ひずみゲージ(12枚)
間隙水圧計(20個) ■Accelerometer(20 pcs)
変位計（ﾚｰｻﾞｰ）(2個)
変位計（ﾎﾟﾃﾝｼｮﾝﾒｰﾀｰ＋ｱﾙﾐ板）(6個)Displacementgauge (laser) (2 pcs)

▲ Pore pressure meter (20 pcs)

Displacement gauge (Potention meter + Aluminum board) (6 pcs)

Figure 2: Schematic Diagram of the Model (Casewhere the liquefaction layer is 7.1 m below the riverbed.)liquefaction layer became thicker, and verticaldisplacement was minimal in the cases where thefoundation of the retaining walls and the sheet piles were
supported by the non-liquefaction layer.
4. Future study
We plan to study seismic retrofit methods using
two-dimensional static analysis and promote studies thatwill resultantly propose effective seismic retrofit methods
by implementing model tests .

Research Trends and Results

Development of tsunami damage reduction
technologies by linking oceanographic radar withnumerical simulations
HINATA Hirofumi, Head (Dr. Eng)
FUJI Ryotaro, Guest Research Engineer
Coastal Zone Systems Division, Coastal Marine and Disaster Prevention Department(Key words) Tsunami, oceanographic radar, tsunami inversion
1. Background and purpose of the research
The Great East Japan Earthquake clarified two
major problems concerning the reduction of tsunami
damage: [1] underestimation of tsunami height, and[2] delayed identification of regions that will beseverely damaged. [1] was a result of technical limitsof present tsunami warning system based only on
analysis of seismic waves and [2] was caused by slow
clarification of the state of damage by prefectures as aresult of catastrophic damage to administrative organsof cities, towns, and villages by the Great East Japan
Earthquake. In the event of a giant earthquake such as
the predicted Nankai Trough Earthquake, these
problems could recur.
Oceanographic radar is land-based remote sensing
equipment that measures flow on the ocean surface up
to 100km offshore. We developed technology toresolve the above two problems by linking
oceanographic radar with numerical simulations. To
overcome challenge [1], we developed a method of
calculating the sea surface height (SSH) distribution
based on tsunami flow velocities offshore measured
by the radar, and to deal with challenge [2], wedeveloped a method of estimating tsunami initial SSH
distribution with high precision by taking advantage ofthe characteristics of the radar, specifically its ability
to obtain spatial distribution of a flow field. If it ispossible to predict initial SSH distribution with highprecision, it is also possible to clarify the state ofdamage over a wide area using existing tsunami
models.
2. Analysis procedure
The figure shows the observed data processing flow
chart. The double lines indicate technologies alreadydeveloped, including existing technologies. The
oceanographic radar transmits radio waves to the sea
surface and receives the backscattered signals from theocean surface. Frequency analysis (FFT) of the signal
can obtain the velocity component caused by thetsunami (tsunami component) and the backgroundcurrent component unrelated to the tsunami(wind-induced current, density-driven current and tidal
current components). Based on knowledge of fluid
mechanics, the tsunami component is converted towater level distribution, and compared with tsunami

warnings (resolving challenge [1]). This tsunami
component and the least squares method are used toestimate the initial tsunami water level distribution1).
In other words, it statistically estimated the degree of
SSH that ought to be formed in the hypocenter region
to create the tsunami distribution measured by theradar. Then the SSH is applied to the tsunami model toperform flooding calculation and to clarify the state ofwide-area damage (resolving challenge [2]). The
background current component will be used to
calculate drift of heavy oil etc. discharged into theocean.
Figure. Measured Data Processing Flow Chart
Comparison
FMCW

Frequency
analysis
FFT

Least squares
methodTsunamicomponent

Initial sea
surface height
distribution

Velocity
potential

Flooding
calculation

Sea surface
heightFMICWRadialvelocity

Backgroundcurrent
component

Tidal current
component

Stream function

Velocity
potential

Flow velocity
Particle
tracing

Clarification ofdamage state

Warning
decision

Driftcalculation

3. Future challenges
A weakness of our present radar system (FMICW)
is that it is susceptible to the impacts of various kindsof noise resulting in weakening tsunami signals. To
improve this, our research group is now developing
radar that uses another transmission/reception system(FMCW). comparative tests of the present radar andthe new radar system will be performed in the next
fiscal year.
[Sources]
Fuji et al. doron, Journal of JSCE, Ser. B2 (Coastal
Engineering) NO. 69, I_436-I_440, 2013

Research Trends and Results

Issue of Guideline to Tsunami Evacuation Measuresfor Ports and Harbors and Guideline to Design ofTsunami Evacuation Facilities for Ports and Harbors
ASAI Tadashi, HeadKUMAGAI Kentaro, Senior Researcher (Dr. Eng.)
Coastal Disaster Prevention Division, Coastal Marine and Disaster Prevention Department
MIYATA Masafumi, Head (Dr. Eng.)Port Facilities Division, Port and Harbor Department(Key words) Tsunami evacuation measure, outer levee area, tsunami evacuation simulation, tsunami evacuation
facility
1. BackgroundPorts and harbors play important roles as centers ofindustry, logistics and maritime transport, where manykinds of stakeholders, such as workers, passengers etc.,
are active in their respective roles. But many of the areas
in ports face the shoreline on the ocean side of theprotection line (sea wall etc. that protects the landsidearea from storm surges and tsunamis). These areas,so-called outer levee areas, are at high risk of inundation
by tsunami, where measures must be taken to ensure thevictims safe and prompt evacuation.
So tsunami evacuation measures must be taken
considering the characteristics of ports and harbors. In
the same manner, the tsunami evacuation facilities
must be constructed so they are effective for
emergency or temporary evacuation of evacuees fromareas where evacuation is difficult.
Figure. Conceptual Diagram of Tsunami Evacuation
Measures for Port or Harbor
Conceptual Diagram of Tsunami
Evacuation Measures for Port or Harbor
Protection Line (dike/sea wall)

Evacuation route
Evacuation target point

Ocean side

Land side

Area where evacuation
is difficult
Predicted tsunami
inundation area
Evacuation area
Emergency evacuation
site

Tsunami evacuation
facilities

Evacuationroute
Building (provisional)
Embankment
Tsunami evacuationbuilding
Tsunami evacuation
tower
Light (outside stairwell
attached)

2. Guideline to Tsunami Evacuation Measures forPorts and Harbors
Since February 2013, a study committee has held
five meetings to issue the guideline, established by
Ports and Harbours Bureau, Ministry of Land,
Infrastructure, Transport and Tourism, (Chairman:
Professor ISOBE Masahiko, Vice President, Kochi
University of Technology).

The guideline, as a reference to establish thetsunami evacuation measures for individual ports,
stipulates basic concepts concerning the roles of port
administrators, related members and organizations,and related and coordinating regional disasterprevention plans and tsunami evacuation plans ofsurrounding local governments. The guideline also
shows tsunami evacuation methods, including
extracting methods for areas where evacuation isdifficult and methods of laying out tsunami evacuation
facilities.
Our divisions provided information about the resultsof research on the evacuation activities in ports andharbors and the application of tsunami evacuation
simulation.
3. Guideline to Design of Tsunami Evacuation
Facilities for Ports and Harbors
Since March 2013, a working group has held four
meetings to issue the guideline established by thePorts and Harbours Bureau, Ministry of Land,
Infrastructure, Transport and Tourism, (Chairman:
Professor KIYOMIYA Osamu, Waseda University)
The guideline shows basic concepts for design ofeach item of tsunami evacuation facilities for ports andharbors: representative conditions required by tsunami
evacuation plans (e.g. identifying areas where
evacuation is difficult, estimating the number ofpeople to be evacuated, arranging the layout oftsunami evacuation facilities, etc.), conditions required
for evacuation, required structural conditions, andrequired administrative conditions. The guideline isintended to support the proper design of tsunami
evacuation facilities for ports and harbors underevacuation measures applied by the Guideline to
Tsunami Evacuation Measures for Ports and Harbors.
Our divisions have shown the basic concepts ofobjects of tsunami evacuation facilities in ports andharbors, with reference to related laws, regulations,and standards. We have also provided technicalResearch Trends and Results
support for the establishment of tsunami evacuation
facilities design methods.
4. To Promote Tsunami Evacuation Measures
Our divisions will hereafter provide lectures for a
training course to help port administrators understandthe guideline, and provide technical assistance to help
them establish specific tsunami evacuation plans or
tsunami evacuation facility plans, and to promotetsunami evacuation measures for ports and harbors.
[Sources]
1) Guideline to Tsunami Evacuation Measures forPorts and Harbors, September 2013
http://www.mlit.go.jp/kowan/kowan_tk7_000013.html
2) Guideline to Design of Tsunami Evacuation
Facilities for Ports and Harbors, October 2013
http://www.mlit.go.jp/report/press/port05_hh_000054.
html

Research Trends and Results

Research on airport disaster risk quantitativeevaluation methods
NAKAJIMA Yuki, Research Coordinator for Advanced Airport Technology
Airport Department(Key words) Inventory analysis, loss probability factor, predicted maximum loss (PML)

Figure 2. Cause-Consequence Diagram Overlapping
Damage Phenomena
Earthquake
occurs
地震発生
Tsunamioccurs
津波発生

Non-exceedance probability of loss

Loss occurrence probability by damage
and form of operation

Figure 1. Loss Probability Factor/PML Calculation
Example
1.0
0.9
0.8
0.7
0.6

49.0%

51.0%

0.5
0.4
0.3

Loss
probability
factorCumulative
distributionfunction ofloss ratio

Tsunami submersion

NO

津
波
浸
水

YE S
滑走路2000m
2,000m of runway
usable
使用可
ＹＥＳＮＯ

Inoperable
運用不可
Restoration
復旧

Runway liquefaction

滑走路のLiquefactionofrunway液状化NO

滑走路2000m
2,000m of runway
usable使用可

エプロンのApron liquefy
action
液状化
NO

Inoperable
運用不可
Vibration
damage to control tower
管制塔の振動被害
Minor
Moderate
Destroyed
軽微
半壊
全壊

YES

NO

Perimeter security
fence liquefaction

Inoperable
運用不可
場周柵
Perimeter
security fenceliquefactionの液状化
NO

20 day loss

YES

Inoperable
運用不可

Shaking damage topassenger terminal

ビ旅
ル客
の タ
震ー
動 ミ
被ナ
害ル

Shaking damage to
旅客ターミナルビ
passenger terminal
ルの震動被害NO

20 day loss

YES

20 day loss

Shaking damage
to fuel storage
facility

Inoperable
運用不可

燃
の
料
震
貯
動
蔵
被
施
害
設

Shaking damage
to airport electric
power plant

20 day loss

Emergency
control tower
非常用管制塔usable
使用可

場
液
周
状
柵
化
の

operation
形態

20 day loss

YES

Usable spot
使用可能スポット
Fixed wing
固定翼
ＮＯ

管
制
塔
の
振
動
被
害

被害・
Damageandform of
運用

ＮＯ

Inoperable
運用不可

エ
プ
ロ
ン
の
液
状
化

空
の
港
震
電
動
力
被
施
害
設

YES

ＹＥＳ

Apron liquefaction

Causes of damage

滑
走
路
の
液
状
化

被
害
要
因

2. Introduction of inventory analysis
Based on damage caused at the Sendai Airport by
the Great East Japan Earthquake, resulting conditions
were hypothesized, a sample airport and earthquake
etc. were set, a cause-consequence diagram of therestoration and operation process was prepared, andinventory analysis, which is a method used in thesafety engineering field, was performed. For example,
regarding the loss when one sample earthquake
occurred, the occurrence probability (loss probability
factor) and the loss 10% threshold value
non-exceedance probability (predicted maximum loss:
PML) were calculated by damage and form ofoperation.
It is possible to interpret Figure 2, which
superimposes damage phenomena on Figure 1 and thecause-consequence diagram, as showing that there is a
49% probability of a case where shaking damage to

空港へのTsunamisubmerges
airport
津波浸水

Shaking damage tocontrol tower

1. Use of capabilities of the private sector tooperate airports
The Law for the Use of Capabilities of the Private
Sector to Operate Government Managed Airports(Law No. 61 of 2013) has been enacted, and the Basic
Guideline to Using Capabilities of the Private Sector
toOperateGovernment
ManagedAirports(Notification of November 2013) issued under thesame law legally obligates private companies with
operation rights to set disaster phenomena caused byearthquakes and tsunami and the degrees of damage
they cause and to purchase insurance, so research anddevelopment of methods of quantitatively evaluating
disaster risk is an urgent challenge.

Shaking
damage to fuel
燃料貯蔵施設storage facility
の震動被害
NO

YES

Inoperable
運用不可

30 day loss

空港電力施設Shaking
damage to airport
electric
power facility
の震動被害
NO

YES

Inoperable
運用不可
Restoration of operation of commercial
民間航空機の運航再開
aircraft

30 day loss
Loss 20 days
(takes 20 days to restore perimeter security fence damaged by tsunami)

the perimeter security fence or to the terminal building
closes the airport for 20 days, and a 51% probabilityof damage to fuel supply facilities or electric power
equipment of closing the airport for 30 days. In thisway, a method of visualizing or quantifying risk toprovide material on which decision-makers can basecountermeasure decisions was proposed.
In addition, a method of showing the probability ofthe occurrence and quantity of loss of each earthquake
in the coming year at one airport, a method of
calculating the funding necessary to measurecountermeasure effectiveness, and a method ofcomputing the restoration curve necessary to prioritizecountermeasures were proposed.

0.2
0.1
0.0

0

～3

～6

～9

～12

～15

～18

～21

20

～24

～27

～30

30

Days commercial operation halted (days)
Normal expected loss (NEL) = 25.10 days
Predicted maximum loss (PML) = 30.00 days

3. Future challenges
We wish to continue research and development
while obtaining the understanding of concerned
persons in order to promote the use of the private
sector: preparing more realistic predictions ofconditions considering disruption of access, fire and soon, or methods of analyzing the financial impact of anearthquake and tsunami on a company with operationrights.
[Source]TECHNICAL NOTE of NILIM NO. 756
http://www.nilim.go.jp/lab/bcg/siryou/tnn/tnn756.htm

Research Trends and Results

Arrangement/Analysis for earthquake
observation records aiming for enhancement inaccuracy for evaluating earthquake intensity ofbuildings
AZUHATA Tatsuya (Ph.D), Head
ARAI Hiroshi (Dr. Eng.), Senior Researcher
Structural Standards Division, Building Department
INOUE Namihiko, Senior Researcher
Standards and Accreditation System Division , Building Department(Key words) Earthquake observation, Dynamic Interaction of Structure/Ground, Earthquake force
evaluation

1. Foreword

random vibration theory and compared.1)

We introduce the outline of

For instance, in regard to the observation

arrangement/analysis methods deliberated in thebuilding shown in Figure 2, the Fourier spectrum

comprehensive technological development project

ratio is indicated in Figure 3 from observation

titled Development of aseismic capacity forrecords. In proportion to the ratio of massivebuildings corresponding to the sophistication of

deformation of ground spring, the building

earthquake vibrations information. With respect

deformation of the coupled system is clarified toto the earthquake behavior of actual buildings,

greatly be reduced in comparison with thesince the dynamic interactive effects offoundation fixed system.

structures/grounds have affect, we have made it a

3. Conclusion

subject to comprehend this quantitatively.

In order to make technological data for

2. Outline of method

deliberating designing earthquake intensity for

We will illustrate the flow of method in thebuildings, we have currently been applying the

Figure 1. According to simultaneous observation

methods illustrated

for ground and the inside of building (apex andobservation buildings and compiling its results.

bottom), the Fourier spectrum ratio, whichherewith to

still

more

[Reference]indicates relations between the ground surface

1) Okano, Azuhata, others: Building response

and the inside of building, is obtained. From thedecreasing effects presumed from observation

Fourier spectrum ratio, the original dimension ofrecords, collected papers of the Architectural

sway model or sway rocking model is fixedInstitute of Japan

including input loss effects. Using identification
results, coupled system responses receiving
foundation fixation and dynamic interaction
effects can be obtained by analysis using thez1

calculation for (building
apex/ground surface,m1

HθFIMH1 θＩH1 x1
ｙＩ

k1,c1

θ0=θFIM+θＩ

kHH,cHH
m 0 I0building bottom/ground

Height：14.03m

Fourier Spectrum ratio① Fourier Spectrum ratioyFIM

Flat surface size：8.06m×65.7m
kRR,cRR

surface, building

Class of ground：2nd class

apex/building bottom. )

ｙＩ

yFIM
z0

Sway Rocking model② Identification andoriginal dimensions andinput loss effects of Sway

Upper part structure：Wall type RC structure

5F/GL
5F/1F
1F/GL

10

1

Long
side
direction

長辺方向

0.1

Foundation structure：PC pile (PC 杭)

0.1

1Frequency (Hz)10(The 2011 off the Pacific coast of Tohoku

Seismometer

5F

Earthquake)

地震計

Figure 3 Fourier Spectrum ratio
1F

GL

Figure 2 An example of observation building

Model (S. Model) or Sway
Rocking Model (SRSR model) earthquake responses receiving foundation
fixed model and dynamic interactions and compare using
the random vibration theory.
*Deliberate two cases: A case to consider dynamic
interactions of inertia only (II); a case to consider
both interactions of inertia and input (II+KI).

Figure 1 Flow of method

3.0

1.0

の建物変形

③Obtain earthquake response of series model (S model or

1.5(Sum of deformation
deformation
composition)/building(変形成分の和)/基礎固定系
of foundation fixed model※Spectrum Fitting method

建物変形

Spectrum ratio.

Building deformation in seriesmodel/Building deformation of
連成系の建物変形/基礎固定系のfoundation fixed model

Model) from Fourier

0.5

0.0

II

II+KI

Building
建物 spring
Ground
地盤ばね

2.0
Large
deformationof groundspring1.0

0.0

Figure 4 Examples of analysis results

Deformationof groundspring is large

Research Trends and Results

Evaluation for danger of falling tiles / finishedexterior wall in earthquakes
NEMOTO Kaori (Dr. Eng.), Senior Researcher,
KAGE Tadatsugu (Ph.D.), Research Coordinator for Quality Control of Building,
KOGA Junko (Dr. Eng.), Senior Researcher
Structural Standards Division, Building Department
MAKATAYAMA Miho Head (Dr. Eng.)
Housing Stock Division, Housing Department(Key words) Tile finished exterior wall, falling prevention, earthquake resistance safety, evaluation
method
1. Foreword
to elasticity, in case of direct external forces such
In the existing earthquake damages, wet tile
as a tensile strength test, even though it clears thefinished exterior walls used often forprescribed value 0.4N/mm2, it cannot be expected
mid-to-high-rise RC buildings (hereinafter
to have strength as high as plaster mortar (chart 2).
referred to as tile exterior wall) have a highMoreover, in reference with adhesion strength
occurrence rate of damage in spite of the mild
between ready-made blending mortar andlevel of earthquake vibrations. In particular, based
blending mortar made onsite relevant toon many damage involving peel-offs, falling or
subsurface for plaster mortar, it currently has
the like occurring to tile exterior walls in theturned out that the onsite blending surpassed theGreat East Japan Earthquake, this study proposes
ready-made blending by about 1.5 times (chart-3).
a convenient peel-off danger evaluation method
For fiscal 2014, we carry out deliberations forand testing method, and specifications capable ofsimplified earthquake resistance test method
ensuring certain earthquake prevention safety.
using diagonal test bodies and verification using
2. Outline of deliberations
1/2 wall testing bodies.
We investigated and put damage occurring to
the tile exterior walls of mid-to- high-rise RC
buildings by earthquakes in order, sampled
materials that seemed effective for preventing
peel-off/falling and carried out performance tests
of material levels. In addition to direct tensile
tests to measure adhesion strength of tile finished
Photo 2 Direct
layers (photo 1) and shearing tests (photo 2), we Photo 1 Direct tensile test
shearing test
carried out deformation suppleness tests (photo 3)
by putting loads on concrete foundations.
3. Result and conclusion
The tile exterior wall is worked on concrete
structures; using plaster mortar, organic adhesive
sheathing and adhesive materials (chart 1). In
view of the result of deformation suppleness tests,
while the plaster mortar prevents peel-off inadaptation to brandering due to its adhesive
Photo 3 Deformation
strength, organic adhesives prevented peel-off
suppleness test
according to deformation flexibility due to its
elasticity. Furthermore, while the tiles affixed byorganic adhesives do not generate cracks andFigure1 Tile outer wall
peel-offs when the concrete base is fractured due
cross section

On-site blended mortar
Ready-blended mortar

Figure2 The direct tensile test of
tile direct tension

Sticking plaster mortar
Adhesive

Figure3 The direct tensile test of a three-layer
coating tile base for plastering mortar

Research Trends and Results

Real-scale fire test of a Three-Story wooden
School Building (final experiment)
TOMOHIRO Naruse (Dr. Eng.), Head,NII Daisaku (Dr. Eng.) , Senior Researcher
Fire Standard Division, Building Department
ANDO Koji, Head,TOJO Akira, Researcher,Standard and Accreditation System Division, Building Department(Key words) Timber construction, real-scale fire experiment, fire safety
1. Foreword
In October 2010, a law with regard to theacceleration of timber utilization in publicbuilding structures and so on was enforced.
Taking this into account, NILIM collects datanecessary for re-examination of fire prevention
related provisions of the Building Standards
Law in regard to three-story wooden schoolbuilding and has been carrying out studies toprepare a basic draft based on it.
2. Objective of final experiment
To start with, with specifications presumed asa school, and in addition, using a building withthe lowest level required for buildings including
other usage, we carried out a real-scale fire
experiment of three-story wooden schoolbuilding in NILIM’s site, on February 22, 2012,
and fire spread to the upper floor in the earlystage of fire, via external openings from theroom on the ground floor where the fire brokeout, then quickly spread to the next rooms
through external and internal openings of fire
prevention walls, and problems of the collapseof fire prevention walls to independently beerected after fire and so forth were made clear.
In consideration of these problems, we carriedout a real-scale fire experiment (preparatory
experiment) on November 25, 2012 in Gero
City, Gifu Prefecture, and confirmed theeffectiveness of countermeasures such as use offire prevention material for interior finishes,
installation of balconies and canopies andchanges in structure of fire prevention walls andfire prevention doors.
Based on this result, we prepared requirementsfor performance for three-story wooden schoolbuilding to prevent the rapid spread of fire toupper floors, prevent the fall of structures during

the period required for evacuation and rescues
and prescribe specifications necessary for those,
and we implemented an real-scale fire
experiment (herein after referred to as “final
experiment”) in order to finally corroborate theperformance, on October 20, 2013, in Gero City,
Gifu Prefecture. In this experiment, in order toprevent rapid spread of fire to upper floors, we
provided a specification to make the interior,from which the fire broke out, fireproof toprevent fire spread.
3. Outline of final experiment’s result
After the fire broke out in the room on the
ground floor, although it spread to the peripheryof the combustible materials from the firesource, and continued to the extent flamesreached to the ceiling, it took 48 minutes until
the fire widely spread in the room where the fire
broke out to confirm the effect of fire spread
which was one of the objectives of theexperiment. The fire spread to the inside of aroom on the second floor 15 minutes thereafter
via exterior openings and spread to the inside ofa room on the third floor via exterior openings
four minutes after that. At a point in time morethan an hour after the spread of fire, fire
extinguishing was carried out.
In view of this result, the fire spreading toupper floors via external openings could be
prevented, fire spreading from the room the fire
broke out to the stair room and fire spreading
via the fire prevention wall did not occur,
despite columns and beams in the room fromwhich the fire broke out being chared to a depth
up to 4-7cm, and the test body did not collapsed,and besides, in consideration of the fact that
there was no disruption of fire prevention walls,
effective specifications with regard to therequired performances for the standards draft
could be corroborated and other data could becollected.
4. Conclusion
As a result of three real-scale fire experiments
including final experiment implemented so far,and based on experiment results of relevant
members, we are prepared to compile details of astandards draft.
This experiment was carried out under thecollaborative studies with Waseda University,
Akita Prefectural University, Mitsui Home Co.,
Ltd., Sumitomo Forestry Co., Ltd., Gendai
Keikaku Kenkyusho Co., Ltd., Building
Research Institute and National Institute for Landand Infrastructure Management.
[Reference]
In reference to the results of the three real-scale
fire experiments, we would like you to refer tothe following URL.
http://www.nilim.go.jp/lab/lab/bbg/kasai/h23/top.
htm

Photo 1: Fire spread to the 2nd floor

Photo 2: Fire spread to the 3rd floor

Research Trends and Results

Research on External Force and Experiment
Method contributing to Structural Performance
Verification for Building Structure Members
WAKIYAMA Yoshio (Dr. Eng.), Senior Researcher
FUJIMOTO Hidekazu, Head
Evaluation System Division, Research Center for Land and Construction Management(Key words) Non-Structural members, Structural performance verification, External force
evaluation, Experiment method
1. Background of research
Seismic performance of buildings has been
improving with the development of earthquake
resistant performance evaluation technology
through many earthquake disasters, and damage
to building structures by earthquake vibrations
have been decreasing. On the other hand, damage
prevention for nonstructural building members,
such as nonstructural components, is subject todecrease earthquake damage. There is moredamage observed that is assumed to affected notby the story drift due to structural deformation but
by the out-of-plane deformation and inertia force
tononstructuralcomponentdue
todeformation/vibration of structural/nonstructuralmembers. In order to prevent such damage,appropriate evaluation of external force tononstructural component and appropriate testing
method for structural verification are required to
be studied with regard to the observed damage.

Photo: Damage assumed to be affected by outof-plane vibration.

2.

Contents of researchThis research is aimed to provide technicaldata for structural performance verification ofbuilding members through evaluating external
force to building members by earthquake
vibration and examining testing methods withthe evaluation considering the nonstructural
damage observed in recent earthquakes. Of
research subjects for the three years from 2013
to 2015, the following contents are planned.






Survey on testing method for structural
performance evaluation for building
structural members at home and abroad.
Examination of experimental method withfull scale specimen.
Implementation of full scale experiment for
subject building member.
Summary of the points for structural
performance verification.

The anticipated research objects of thisresearch are nonstructural components, such as
AAC(Autoclaved Aerated Concrete) externalwall, large sheet glass and tall partition, whichhave possibilities to be damaged byout-of-plane vibration in future earthquakes.
3. Research schedule
For fiscal 2013, we carried out study on
experimental methods at home and abroad,configuration of an object for a full scale
experiment (large sheet glass) consideringdamage in the past and preparation of steel
support frames for the next year. For fiscal 2014,
we will carry out full scale experiment with ashaking table. For the final fiscal year, the points
will be summarized for structural performanceverification on external force evaluation,
experimental method and the like.

A Case of Utilizing Results

Formulation of Technical Standards concerning
Measures to Prevent the Fall of Ceilings in
Buildings
ANDO Koji, Head,KABEYASAWA Toshikazu (Dr. Eng.), Researcher
TOJO Akira, Researcher
Standards and Accreditation System Division, Building Department

WAKIYAMA Yoshio (Dr. Eng.), Senior Researcher
Evaluation System Division, Research Center for Land and Construction Management(Key words) Ceiling, Building Standards

1. Backgrounds
Technical standards concerning measures toprevent the fall of ceilings in buildings issued inAugust 2013 based on the Building Standards
Law (Notification No. 771 and others the
Ministry of Land, Infrastructure, Transport andTourism in 2013) , following the human/physicaldamage by the fall of ceilings of gymnasiums,
large scale halls or the like by earthquakes in thepast, in particular the Great East Japan
Earthquake.
The National Institute of Land andInfrastructure Management proposed an originaldraft on the occasion of formulating the technicalstandards, obtaining support from the Building
Research Institute.
2. Outline of technical standards

The technical standards prescribe safe ceiling
structural methods in regard to structural
bearing force to be adapted for ceilings feared
possible to generate critical harm by fall
(specific ceilings). As a specific ceiling, it is asuspended ceiling with the height of over 6m,horizontal projected area of over 200m2 andunit area mass of over 2kg/m2 and is stipulated
to be installed in the site usually utilized bypeople.
Furthermore, inasmuch as the feature ofceilings in a huge earthquake is difficult toclarify according to current knowledge, thetechnical standards of this time are formulatedwith the aim of reducing possibility of the fallof ceilings in a certain earthquake surpassing
the medium scale by preventing damage toceiling materials in medium earthquakes.
In addition, the ceilings of existing buildings
correspond to specific ceilings, and when
implementing
certainimprovement
construction, it is required to conform to this

Structural frame

Ceiling surface
Diagonal member(Bracing)

Clearancetechnical standard or the measures totemporarily prevent the collapse of ceiling withnets, wires or the like (fall preventing measure)
3. Interpretation of technical standards.The National Institute for Land andInfrastructure Management has prepared andpublicized an introductory manual for thetechnical standards in collaboration with the
Building Research Institute to make it a reference
for actual operations of design and examinations
for the enforcement of technical standards from
April 2016.
The introductory manual has posted thecorroboration of closely connected conditions ofreciprocal ceiling members and standard
experimental methods of the evaluation forallowable bearing force of ceiling (bearing forcesof ceiling and its members/bearing forces ofconnected parts/configuration method of rigidity),
as well as interpretations of each provision andclause by clause explications which compiled
important matters.
[Reference]
TECHNICAL NOTE
of NILIM(No.751)/Building Research Data (No. 146) “
http://www.nilim.go.jp/lab/bcg/siryou/tnn/tnn0751.htm

Research Trends and Results
Upgrading Radar Precipitation Data by Converting C-Band Radar into
MP Radar
KAWASAKI Masaki, Head; TSUCHIYA Shuichi (D.Eng.), Researcher
Water Cycle Division, River Department
Keywords: radar precipitation data, C-band MP radar
1. Introduction
The Water and Disaster Management Bureau of the
MLIT monitors rainfall across the country to use
precipitation data for river management, disasterprevention information to the public, etc. For this, it uses
26 radar rain gauges ("existing radar") that operate on the
C-band (wavelength of approx. 5 cm), and 35
dual-polarization radar rain gauges ("XMP radar") that
operate on the X-band (wavelength of approx. 3 cm). The
existing radar has a wider range of observation but is lessaccurate than XMP radar. In order to upgrade radar
precipitation data, the existing radar, which is a single
polarization radar that transmits and receives one type ofradio wave, will be replaced by dual-polarization radar("CMP radar") that can transmit and receive two types ofpolarized waves, horizontal and vertical. (At present, twounits have been converted to MP [multi-parameter].)This paper examines the effort to convert radarobservation data into precipitation in order to improve theaccuracy of observation of existing radar infrastructure,by converting the existing radar into MP radar.
2. Rainfall observation with C-band MP radar
The Figure shows radar rainfall images from the 2012
Northern Kyushu Heavy Rain, taken by the existing radar(left), XMP radar (middle), and CMP radar (right). The
precipitation measured by CMP radar was calculated withthe precipitation calculation method studied by the
NILIM. Note that the existing radar data was correctedusing the precipitation data measured on the ground but
no corrections were made to the data of XMP and CMP
radars. With XMP radar, the whole rainy area was not
captured due to the unobservable area formed by radio
waves attenuated by intensive rain, while CMP and XMP
radars provided mostly consistent shapes of rainy areasand variations in the distribution of rainfall. In addition,
Existing
C-band radar
既存Cバンドレーダ

Kuroki黒木

as a result of comparison between the ground
precipitation and the time series precipitation by XMP
and CMP radars, it was found that CMP radar is lessaccurate than XMP radar, but its data on precipitation at
the beginning, peak, and end of the rain was almost
consistent with the ground precipitation data, which
verifies that observation was done with good accuracy.
3. Future perspective
Since CMP radar allows for accurate observation
without the need for correction based on ground
precipitation data, distribution cycle, the time required
from observation to distribution can be reduced, which is
expected to lead to improved precipitation information.
In addition, joint use of CMP radar and XMP radar to
supplement unobservable areas under XMP radar or due
to rain attenuation is expected to improve wide-area
observation accuracy across the country, as well as stable
and highly accurate observation of urban areas where
XMP radar is provided. The existing radar units are to
be converted into MP radar as they come up for
replacement. In fiscal 2013, four units were converted
and, in fiscal 2014, one unit will be converted. The
rainfall calculation parameter of converted units will betuned by the NILIM and will be examined to ensure
observation accuracy.

X-bandMP radar
XバンドMPレーダ

Kuroki黒木

C-bandMP radarCバンドMPレーダ

Radio
wave dissipation area
電波消散域（強雨(Rain attenuation by intensive
による降雨減衰）rain)

Kuroki黒木

Figure: Radar Precipitation Image from 2012 Northern Kyushu Heavy Rain

Research Trends and Results

Research on Technology for Real-time Flood
Monitoring
TAKEUCHI Yoshinori, Researcher; ONAMI Hiroyuki, Researcher; ITO Hiroyuki, Head
Flood Disaster Prevention Division, Research Center for Disaster Management
Keywords: flood monitoring, real time, private-sector probe data, big data
1. Trends and needs for flood monitoring technology
In the event of a flood due to overflow from a river,etc., information from real-time monitoring of actual
conditions, as well as flood prediction, is very important
for accurate evacuation guidance, flood control measures,prompt recovery, etc. In 2013, many places in Japansuffered damage from flooding as seen in the
Yamaguchi-Shimane Heavy Rain (July) and Typhoon No.
18 (Sep.). It is, therefore, urgently required to develop
technology for monitoring floods in real-time in order toreduce damage.
In the development of flood monitoring technology,
various measures have been previously studied and someof them have actually been developed, including the useof CCTV, installation of flood detection sensors andflood level gauges, and a system for transmitting andreceiving flood observation information using mobile
phone lines or existing optical fibers. However, all ofthese technologies have issues, including how to manage
investment and maintenance costs, ease of introduction,
tracing of time changes in flooded area, and detection offlooded areas. This paper reports on a study on detecting
flooded areas using private-sector probe data without new
observation equipment.
2. Study on the feasibility of using probe data
(1) Characteristics and advantages in using
private-sector probe data
Private-sector probe data refers to automotive traffic
information obtained by private-sector companies, which
is one of so-called “big data.” All of the approaches
already discussed directly observe flood water, but thisstudy takes an indirect approach focused on the
movement of goods susceptible to the effects of flooding.
This approach uses technology that was developed toprovide information on traffic congestion, etc. undernormal conditions, and has the potential to monitor the
expansion of flooded areas to a high degree of accuracy
in urban areas where roads are densely arranged.

(2) Availability of private-sector probe data
In this study, spatiotemporal changes in the travel
speed on each route obtained from probe data were
examined using speed data as an indicator of automotive
traffic characteristics, covering the areas flooded by theheavy rains that hit Nagoya City in September 2013
(originally estimated by integrating results of hearings
from related organizations, SNS information, etc.) andsurrounding areas. The figure shows an example of thestudy results. The right image shows traffic in the 17:00- 19:00 time period when heavy rain or flooding occurred,
while the left image shows the traffic in the same time
period under normal conditions. Looking at the travel
speed (time average) under normal conditions andflooding, a clear trend of decline is recognized in theflooded areas (estimated) and surrounding areas. With
this data, it is found that traffic conditions are susceptible
to flooding, etc. and those conditions are reflected in
private-sector probe data.
3. Conclusions
The potential for using private-sector probe data for flood
monitoring technology was obtained from this study. We willcontinue to examine ways to upgrade indicators, etc. byconsidering the effect of impassable cars at certain points I orderto enhance the reliable of flood monitoring.
Legends

Legends

No less than 40 km/h
Less than 40 km/h

No less than 40 km/h
Less than 40 km/h

Less than 20 km/h

Less than 20 km/h

Less than 10 km/h

Less than 10 km/h

Flooded area (estimated)

Flooded area (estimated)

NagoyaStation

NagoyaStationFigure: Comparison of Travel Speed under Normal
Conditions (left) and Flooding (right)

Research Trends and Results
Technical Study for Improving the Accuracy of Flood Forecasts--- Application of Particle Filter --KAWASAKI Masaki, Head; INOMATA Hironori, Researcher
Water Cycle Division, River Department
Keywords: flood forecasting system, actual measurement adjustment approach, granular filter
Figure 1: Forecast of One-Hour-After Discharge
at B Point of River "A" Where Particle Filter isApplied

2. Outline of Particle Filter
A particle filter generates multiple random quantities
as statuses that are corrected in real-time (each random
quantity is called a "particle"), and conducts simulations
with the flood forecasting model for each of the particles
to select the particles of high conformity between thecalculation result and observed value.
With thisapproach, the best parameters can be estimated inreal-time for each flood.

4. Conclusion and issues
As described, the particle filter estimates the optimal
parameters for each flood through a process of repeating
the calculations of the flood forecasting model the same
number of times as the number of particles. It can beinstalled without substantially altering the flood
forecasting model already adopted on site and isadvantageous towards improving the accuracy of
forecasts. For real-time operation, it is necessary to
study the required calculation time and physical validity
concerning temporal changes in the quantity of status. It
is expected that particle filters will be widely used in
on-site flood forecasting systems.

3. Application example
Figure 1 compares the results of calculations using and
not using the particle filter to forecast the discharge onehour after at the flood control point (B point). In thisexample, the roughness coefficient of the model is usedas the target of sequential correction by the particle filter.
As a result, the accuracy was higher in the case where theparticle filter was applied than the case where not.
Figure 2 shows the temporal changes in the optimal
roughness coefficient estimated by the particle filter.
Clearly, the particle filter enhances the forecasting
accuracy of the flood forecasting model.

Flow rate (m3/s)

1. Introduction
Under Article 10 of the Flood Control Law, if a flood
is likely to occur in a river under the direct control of thegovernment or other large river, JMA and MLIT are
jointly required to disseminate forecast information onwater level, etc. from a base station ("flood forecast") tothe prefectural governor and the public. It is, therefore,
necessary to provide highly accurate flood forecasts to
support flood fighting activities and minimize damage.
However, the accuracy of flood forecasting models used
for the rivers under the direct government control in
direct control rivers is by no means adequate.
At present, it is difficult to determine a flood
forecasting model with a parameter set that can calculate
all floods to a satisfactory degree of accuracy. Given thecircumstances, it is important to use real-time observation
data on discharge, etc. to the extent possible, to estimate
the best parameters in real-time and maintain the flood
forecasting model suitable for the flood then likely tooccur. (This process is called "real-time adjustment".)
This paper introduces a flood forecasting calculation
using particle filter, which is a real-time adjustment
method based on the statistical theory and has often beenused in recent years in the river management field.

Actual measurement flow rate
Result of calculation without granular filter
Result of calculation with granular filter
Forecast of one-hour-after (Average of all
grains)Roughness coefficient(Correction magnification)

Figure 2: Temporal Changes in Roughness
CoefficientResearch Trends and Results
Urgent Determinant Investigation of Landslide Dams with SAR Satellite
ImagesMIZUNO Masaki, Senior Researcher; KAMIYAMA Joko, Researcher;
EKAWA Masafumi, Guest Research Engineer; KANBARA Jun-ichi, Head
Erosion and Sediment Control Division, Research Center for Disaster Management
Keywords: SAR image, landslide dam, interpretation
1. Introduction
If abnormal phenomenon such as a large-scale collapsethat may lead to the formation of a landslide dam is likely
to occur in a wide area due to heavy rain, etc., it isnecessary to prevent the occurrence of secondary
disasters due to breaches or otherwise by quickly
detecting the formation, position, and size of the landslide
dam. This paper introduces a method of urgent
determinant investigation of landslide dams using images
obtained from synthetic aperture radar ("SAR"). Its aim is
to investigate ways to detect landslide dams even at night
or in bad weather where visual investigation using ahelicopter is difficult.
2. Characteristics of SAR images
SAR is an activity sensor usually installed in artificial
satellites and airplanes. It observes backscatteredmicrowaves that are originally irradiated obliquely to theearth’s surface.
SAR images have unidentifiable
elements due to shadows, reversing, or tilting (Fig. 1)
since microwaves are irradiated obliquely downward, But,
SAR has an advantage it that observations can be madewithout sunlight, i.e., observation at night or in bad
weather, since microwaves penetrate clouds.
In addition, unidentifiable parts can be reduced using
images observed from multiple directions, such as
SAR Satellite

Unidentifiable

Unidentifiable

manually in accordance with the below check list byenlarging images. They are otherwise read inconsideration of geomorphic characteristics of landslide
dams (Fig. 2) such as dammed lakes, collapsed areas, andcolluvial sediment blocking a river channel, and inconsideration of the aforementioned geometriccharacteristics of SAR images.
Collapse

AkadaniDammedlake
Collapse

C

Figure 2: Example for SAR Image of Landslide Dam (Kii
Peninsula in 2011)
Table: Check List for Dual-Polarization SAR Image Interpretation
Check areas

Check items

Scale of collapse

Shadow formed(Radar shadow)ofthePositionon theScar of debris
flow

Scar of flow down
Debris flow deposit

image
earth

Inside the collapsed
landColluvial sediment(Blocked river
channel)

E

D
angle

E Tilt foreward(Foreshortening)

Local terrain

Slope gradient

Relative
positional
relation

Relation of upper andlower, etc.

Figure 1: Geometric Characteristics of SAR Images(reversal of image, tilt)

River channel

Dammed lake

B

A

C

Reversal of upper and lower (Layover)D

observation from ascending (northward) / descending(southward) orbit.
3. Interpretation of SAR images
When using dual-polarization SAR images forinterpretation, it is desirable to use wide-area images thathave a resolution higher than HH + HV, i.e., 8 m (of the
combinations of transmitted / received horizontally
polarized wave H and vertically polarized wave V) andare observed at the incidence angle of approx. 35-50.
Objects that can be identified with dual-polarization SAR
images are mainly collapsed land with a plane projection
area of about 1 ha or more. SAR images are read

Colluvial
sediment

RADARSAT-2 Data and Products c MacDONALD, DETTWILER AND ASSOCIATES LTD. (2012) - All Rights
Reserved RADARSAT is an official mark of the Canadian Space Agency

Main scarp

A

Collapse

FigureExample for SAR Image of Natural Dam (Kii
River2:channelblocked by colluvial
Peninsulain 2011)sediment

Collapsed
land

SurfaceUi

Nagatono

Off-nadir angle

Incidence[Dual polarization]
Color composite image
R: HH polarized wave
G: HV polarized wave
B: HH polarized wave

Collapse

Bare ground

B

Dammedlake
Landslidedam

Evaluation
Decision criteria- Is red-purple bare ground in the dual-polarization image?
- Located on a slope? (Colony or river channel on flat land or gentle slope?)- Are any main scarps seen around dammed lakes?
- Are any shadows / layovers due to level difference seen around the main scarp?
- Is the shape of the main scarp circular to the direction of the slope?
- Are any collapsed shapes seen under the main scarp?
- Is the collapsed shape consistent with the direction of the slope?
- Are colluvial deposits seen from inside the collapsed land to the lower area?
Evaluation index- Is the colluvial deposit tongue-shaped?
○: Shape can be identified- Is the extent of the colluvial deposit consistent with the topographic shape?
△: Not clear but shape can be- Is the blocked river channel shaped to aggrade the valley?
identified
X: No shape can be identified- Has a dammed lake formed upstream of the blocked river channel?
-: Impossible to identify- Is the shape of fallen trees, etc. seen on the colluvial deposit?
- Is the scale of collapse large enough to block the river channel?
- Is the transport area seen from the lower part of the collapsed land?
- Is there scar of flow down of debris due to widening of the river channel, outflow of vegetation,etc.?
- Is there debris flow deposition (debris flow terrace, alluvial cone) seen?
- Are there any slopes near the dammed lake?
- Is the neighboring slope so steep it may collapse?
- Are there any abnormalities in the positional relations of the main scarp, colluvial deposit, anddammed lake?
- Is the extent of colluvial deposit consistent with the topographic shape?
- Is a dark area suspicious of a dammed lake seen?
- Is the width abnormal compared with the water-route width upstream and downstream?
- Is there flooding because of artificial structures, such as a dam or intake weir?
Collapse scar / Bare rock area

Surface failure
Judgment

New collapse

Large-scale collapse

Deep-seated landslideRiver channel blockage

Scar of debris flow

4. Conclusions
Since engineers have started using SAR images indisaster response, as was the case following Typhoon No.
12 TALAS in 2011, we will continue to upgrade theinvestigation method into their practical use.

Research Trends and Results

Detection of Landslide Dam Formation by
Monitoring Flow Decline
UCHIDA Taro, Senior Researcher; KANBARA Junichi, Head; NIWA Satoshi, Guest ResearchEngineer
Erosion and Sediment Control Division, Research Center for Disaster Management
Keywords: river channel blockage, flow monitoring
1. Background
When water flow overtops a landslide dam formed byan earthquake or heavy rain, the result may be a drastic
breach that seriously damages the downstream area
(photo). To mitigate damage caused by landslide dams, it
is essential to detect their formation and take action,
including evacuation, as quickly as possible.
2. Objective
If landslide dams form at the stream of a mountain
river channel, flow rate sharply decreases (compared withflow during normal flooding) downstream from thelandslide dam. It was, therefore, considered that theformation of a landslide dam could be detected by
identifying a drastic decrease in flow downstream from alandslide dam. However, there are few studies that haveaimed to determine a method and criteria for judging
landslide dam formation using flow variation (first issue)or evaluating sections where the landslide dam formation
can be detected using flow data (second issue). Therefore,
detection and/or confirmation of landslide dam formation
using flow rate observation data has not actually been
conducted. Therefore, NILIM, in cooperation with the
Kanto Regional Development Bureau, proposed a new
approach for analyzing these two issues ("proposed
approach").
3. Outline of the proposed approach
Regarding the first issue, we proposed that theformation of a landslide dam can be judged by whether
the degree of flow decline was larger than given criterion.
However, setting a relatively small degree of flow decline
as the criterion might suggest that a landslide dam hadformed when it had not. To reduce this possibility, weused a flow dataset to clarify the degree of ordinal flow
decline, then set the criterion at a point larger than the
degree of ordinal flow decline.
Next, for the second issue, we proposed an approach inwhich we monitor a section of the river where a drastic
and large decrease in flow beyond that expected under theabove described normal conditions is considered likely if
a natural dam is formed. The proposed approach assumed
that the degree of flow decrease because a landslide dam
is dependent on the ratio of the area of the river basin at
the flow observatory to the area of the river basin
upstream from the landslide dam, and on the distancefrom the flow observatory to the landslide dam. Based onthese considerations, we proposed an approach in which
we monitor the landslide dam formed at the sections
where the catchment area is larger than a certain size (thesmallest detectable catchment area) and the distance fromthe flow observatory is less than a certain distance (thelongest detectable distance) (figure).

天然ダムによる湛水

Photo: Example of Landslide Dam Formed in
Typhoon No. 12 of 2011

限界面積最遠点までの距離が限界距離より短い
流域面積から見た監
視可能区間
流量観測
箇所
限界距離
流量観測点からの距離で見た監視可能区間
限界距離より遠く、除外された範囲
監視可能区間Figure: Diagram of Proposed Approach[Reference]“Manual on data analysis for detection of landslide dam
occurrence using discharge data,” NILIM Document No. 767,
Nov. 2013.

Research Trends and Results"Manual for Sand Dune Scarp Control Works" Completed as a
Deliverable of the Sand Pack Joint Research-- First Full-scale Adoption in Japan for Miyazaki Coast --SUWA Yoshio , Head; NOGUCHI Kenji , Senior Researcher; WATANABE Kunihiro (Dr. Agr),
Researcher
Coast Division, River Department
Keywords: sand dune scarp control works, sand pack, manual, joint research
1. Joint research
As a deliverable of the joint "Research on Performance
Evaluation of Sand Pack Structure for Coastal Protection
Works,” conducted from 2010 to 2012, Technical Note of
NILIM No. 745 " Manual on Performance Evaluation,
Construction and Maintenance for Sand Dune Scarp
Control Works" was completed.1)
This joint research was conducted by the Coast
Division of the NILIM and three geotextile
manufacturers (Nakada Industrial Co., Ltd., Maeda
Kosen Co., Ltd., and Mitsui Kagaku Sanshi). In the
research, hydraulic model tests, full-scale tests andmaterial tests were conducted, and field tests wereconducted along the Hamaju Coast, Miyazaki Coast, etc.
On July 2, 2013, a reporting session was held at the
Tsukuba Center for Institutes, which was attended by 92
persons from governments, universities, construction
consultant
companies,
construction
material
manufacturers, etc.

packs
Sand dune scarp control works consist of sand packs(sand pack structure) and beach fills (Figure). Usingsand packs and beach nourishment to prevent erosion at
the foot of sand dune scarps, which causes sand dune
scarps to retreat, will control the retreat of sand dune
scarps. For sand packs, local beach material and beachnourishment material are used as fill material, which
results in faster construction work than concrete
revetment work. Since the height of the top of sandpacks used for sand dune scarp control works is as low asberm height, they are covered with sand under normal
conditions, forming a landscape fit for the sandy beach(Photo 1).
Sand packs were fully adopted for the first time inJapan as buried shore protection works in the Oida
District, Miyazaki Coast (Photo 2).
[Reference]
1) Technical Note of NILIM No.745 pp. I-1-1 - II-4-149

http://www.nilim.go.jp/lab/bcg/siryou/tnn/tnn0745.htm
2. Sand dune scarp control works and sandFormer coast / dune form
Sand pack

High tide / waves

Dune scarp

Beachnourishment
Beach nourishment
banking

Normalcondition

Sand dune

Berm
Subsidence control
measures

Sand dune scarp
control works

Figure: Sand Dune Scarp Control Works
Sand Beach (Hamaju Coast)

Photo 1: Sand Dune Scarp Control Works Fit for

Photo 2: Sand Dune Scarp Control Works Adopted
or Miyazaki CoastResearch Trends and Results
Stability Review Procedure for Artificial Reef Armored Blocks --- First
Step to Revising the "Artificial Reef Design Guide" --SUWA Yoshio , Head; NOGUCHI Kenji , Senior Researcher; NAKAMURA Eisuke , Guest ResearchEngineer
Coast Division, River Department
Keywords: revision of artificial reef guide, armoring material stability test, performance assessment
1. What is an artificial reef?
Sea waves can be expressed as a sine wave in theoffshore but become non-linear in shallow water andultimately break. Since wave breaking converts the wave
energy into various forms, wave energy and wave heightdecrease. Using this phenomenon, an artificial reef isconstructed as a mound structure submerged farther out
than the point where waves normally break in order tobreak waves and decrease (absorb) the energy of the
waves that reach the protected area. (Photo 1). An
artificial reef features an armored mound for structural
stability and a wide crown to raise the efficiency of wave
attenuation. It was developed in Japan in the 1980's andhas been used since then, but less used outside Japan.
2. Background of revision
The "Artificial Reef Design Guide" was first issued in
March 1992 and revised in March 2004, mainly to
stipulate standard performance and expand the weightcalculating method. As of 2004, 956 artificial reefs,
totaling 143 km, had been constructed. This number
increased to 1287 reefs totaling 175 km in fiscal 2013.
During this period, there was also technical development,
including a shift from offshore breakwaters to artificial
reefs, and the emergence of different types of blocks (e.g.
armored blocks of high stability and blocks with wave
absorbing features).
Nonetheless, there are unresolved issues remaining,
including no general method for selecting armored blocks
or concepts on performance setting. To provide a
reasonable selection method, it would be helpful tostandardize performance assessment procedure andindication method (how to indicate performance values,
damage condition, etc.) for each block brand, while toenable performance setting, techniques for evaluating theeffect of erosion control measures are advised inparticular.
Therefore, the Coast Division decided to prepare a"Stability Review Procedure for Artificial Reef Armored
Blocks" and "Application Assessment Manual for
Artificial Reefs with Topographical Changes," as corecomponents of the second revisions to "Artificial Reef
Design Guide."

Offshorebreakwater

Artificial reef
Opening

Photo 1: Wave Absorption by Artificial Reef (Kaike
Coast)
3. Characteristics of "Stability Review
Procedure for Artificial Reef Armored Blocks"
The key revisions to this procedure include
standardized test conditions in order to facilitate
performance comparisons among blocks, standardized
review determinations, tests simulating site conditions,and the utilization of numerical calculation as support orsubstitution for empirical tests. A particular note in thereview determination is that the causes of scattered blocks
when hit by irregular waves and the end state of scatteredchains will be checked also.
We plan to exchange opinions with block
manufacturers in the course of formulating the procedure,
and release the procedure in the summer of 2014.

Scattered block
Photo 2: Test for Investigating Causes of Block
Scattering[Reference]"Artificial Reef Design Guide" (revised version), 2004,
supervised by Coast Division, River Bureau, MLIT and
Coast Division, NILIM.

Topics Disaster Investigation and Utilization of

Results by the River Department
SUGIHARA Naoki, Research Coordinator for Integrated Water Disaster Management
River Department
HATTORI Atsushi, Head; FUKUSHIMA Masaki, Senior Researcher; MORI Hirotoshi, SeniorResearcher; FUKUHARA Naoki, Researcher
River Division, River Department
Keyword: disaster investigation
1. Introduction
The River Department of NILIM conducts disaster
investigations upon request for technical support fromriver administrators, and gives advice on emergency
measures, restoration methods considering the cause ofdisaster, subsequent river channel design, andinfrastructure design. This year, we dispatched personnel
to the river areas listed in the table below wherelarge-scale flooding or heavy rains caused damage toriver management infrastructure.
2. New findings obtained from this year's
investigations and countermeasures
In the Arakawa River of the Arakawa River Systemthat flows through Metropolitan Tokyo and Saitama
Prefecture, the cumulative rainfall reached a 10-year-highin early April during as a result of an hourly rainfall of
approx. 25 mm/hr. As a result, slope slides occurredalong river levees soon after completion and caused
damage, including the outflow of sediment to themunicipal road, buildings, etc. Also, in the Shonai Riverof the Shonai River System in Aichi Prefecture, aconcentrated rainfall of approx. 89 mm/hr caused slope
slides along the levee soon after completion and sediment
outflowed to the municipal road.
The on-site investigation found that the main causes ofdamage were localized infiltration of rainwater into asteep slope where the topsoil was different from the levee
body in terms of construction time and material, and aparticularly weak slope since the river levee had recently
been constructed.
In response to the findings above, we organizedmatters to consider in "design," "construction planning,""construction" and "after completion" into a method forpreventing recurrence. This included considerations of agentle slope, water drainage to avoid a concentration of
rainwater and management of cover soil by compacting it
similar to the levee body. This method was disseminatedto the river administrators of the MLIT.
3. Utilization of investigation results
Investigation results and findings are organized as areport promptly after an investigation and are shared withriver administrators of the MLIT via a database ofdamage information.
In addition, findings areaccumulated in the same database and used as a basis for
updating technical criteria and guidelines, and areconsequently utilized for preventing the recurrence ofdisaster, upgrading design, management, etc.

Table: Main Rivers in 2013 Disaster Investigations
Date ofdisaster

Date ofinvestigation

Number ofdamagedlocations

Municipalities

River system / River
nameDamage form

Apr. 7

Apr. 83Adachi-ku, Tokyo
Kawaguchi-shi, Saitama
Toda-shi, Saitama

Arakawa River System /Arakawa River

Slope slide in river leveeJul. 8Aug. 6

1

Yuzawa-shi, Akita

Jul. 13

Jul. 31

3

Yurihonjo-shi, Akita

Jul. 29

Aug. 12Jan. 17

1

Komatsu-shi, Ishikawa

Sep. 4

Sep. 101

Kanie-cho, Aichi

Sep. 16

Sep. 24
Nov. 19

1

Fukuchiyama-shi, Kyoto

Nov. 20

1
1

Ichikawa-shi, Chiba

Nov. 4
Nov. 13

Omonogawa River
Cave-in of flood channel, subsidence of
bed protection, etc.
System / Omono River
Koyoshi River System /Slope slide in river levee, sand boilingfrom foundation groundKoyoshi River
Kakehashi River System Slope slide in river levee, sand boilingfrom foundation ground/ Kakehashi River
Shonai River System /Slope slide in river levee
Shonai River
Yura River System / Yura Collapse of river levee, water leakage
from foundation groundRiver
Tone River System / Edo
Slope slide in river levee
River* Red cells: Damage caused by rainfall

Topics Support for Development of the Personnel of Regional Development
Bureaus Who Engage in Advanced Measures for Sediment-related
Disasters
UCHIDA Taro, Senior Researcher; KANBARA Junichi, Head; KAMIYAMA Joko, Researcher
Erosion and Sediment Control Division, Research Center for Disaster Management
Keywords: sediment-related disasters, Sediment-related Disaster Prevention Law, emergency investigation
1.

Start of a human resource development
support program
In accordance with revisions to the Sediment-related
Disaster Prevention Law, etc., the roles played in crisis
management and early restoration of damaged areas in
the case of a large-scale sediment-related disaster by the
personnel of Regional Development Bureaus are
increasing. NILIM, with the cooperation of the Public
Works Research Institute, started in fiscal 2013 a humanresource development support program with an advanced
and practical menu for the personnel of Regional
Development Bureaus who are familiar with their local
circumstances. The purpose of this program is to havethem acquire, through concurrent service for their
Regional Development Bureau and NILIM, advanced
skills in emergency investigation, etc. required by the
Sediment-related Disaster Prevention Law in the case of
sediment-related disaster, such as landslide dam
formation or volcano eruption.
2. Contents and results of the program
During fiscal 2013, the program was held in July andNovember in the NILIM office for one week each time.
The contents included (i) discussions about the points andconsiderations for advanced technical guidance to beprovided to local governments, etc. in the case of asediment-related disaster, (ii) exercises in the latest
information and techniques concerning emergency
investigation, emergency measures, etc., and (iii) analyses
and discussions of issues and solutions for each Regional
Development Bureau regarding emergency investigations/ measures.
In addition, on-site exercise were conducted on August
28 and 29 from a site-oriented approach in areas that
suffered serious sediment-related disasters including
landslide dam formulation by the 2008 Iwate-Miyagi
Nairiku Earthquake.
The two days involved (i)inspections of the conditions after the collapse of alandslide dam, (ii) inspections of emergency measures
execution, (iii) practical measurement training in
irradiating lasers from a helicopter to an area of blockedriver channel, and (iv) an exchange of opinions with thepersonnel of the Regional Development Bureau and local
governments about the actions taken in the event ofdisaster, future issues, etc.
Furthermore, they joined actual technical support
activities of damaged prefectures, including efforts for the
sediment-related disaster caused by Typhoon No. 18 in
Fukui, to acquire practical skills as a professional in
sediment-related disasters (Photo 2).
In addition, the personnel of Regional Development

Bureaus who participated in this program took the
initiative to develop, as deliverables of the fiscal 2013
program, a (1) practical manual on laser measurementfrom a helicopter in emergency investigations, (2)landslide dam flood simulation manual for the personnel
of Regional Development Bureaus, (3) method for setting
conditions of natural dams in emergency investigation
training, and (4) list of the construction methods selected
as emergency measures to address river channel
blockage.

Photo 1: Exercise with Flume Experimentconcerning Landslide Dam Breach andCountermeasures

Photo 2: Disaster Investigation in Fukui

Research Trends and Results
Addressing Flood Damage Reduction under the Global Climate
Change Using Imagination and Organizing Technique to the
Fullest Extent
TORII Kenichi (D.Eng.),Director; FUKAMI Kazuhiko , Research Coordinator for Watershed Management
River Department
HATTORI Atsushi (D.Eng.), Head; ITAGAKI Osamu , Senior Researcher; KATO Takuma (D.Eng.), Researcher
River Division, River Department
Keywords: global climate change, flood damage reduction measures, flood risk
Measures considering the global climatechange are no-regret measures
When developing flood damage reduction measures toprepare for an increase in the scale and frequency ofheavy rains that may be caused by global climate change,
it is essential not only to prevent the occurrence of flood
disasters but also to minimize damage to the extent
possible. Systematic development of flood damage
reduction measures requires avoidance of several
potential pitfalls.
First, take steps to avoid over- or under-estimation of
future flood possibilities. These estimates are based on
the results of climate change simulations; bothcarelessness and optimism can skew the estimates.
Furthermore, when evaluating the effect of measures tocompare multiple alternatives for countermeasures,
attention should be paid to avoiding "insufficientconsideration," e.g., failure to identify positive effects
expected to mitigate disaster, and "insufficient caution,"e.g., failure to identify serious risk without recognizing
negative effects.
For example, imagine that we look back upon the
aforementioned study of measures at a certain point oftime in the future. We may regret it if we commit any of
the aforementioned mistakes. We should use such
imagination constantly and examine measures so that we
can make the best efforts.
2.

Organize and grasp various cases that
could occur
As an effective approach to examine flood damage
reduction measures, we are studying a flood risk analysis
method that utilizes the relationship between themagnitude of flood damage and the scale of the flood, as
shown in figure. In calculating the direct damage in thewhole basin, as indicated on the vertical axis, the position
and the number of points at which levee breach could
occur is set based on the relationship between the flood
water level and the height of the levee. The number ofbreach points is not limited to one, as all possiblecombinations of levee breach points are listed. The figure
shows the maximum, minimum, and average values ofdamage in all these potential cases. In calculating thedamage, the scale of flooding was set to range from aflood that just exceeds the present discharge capacity up
to a large-scale flood with the annual probability ofoccurrence of 1/500.
When the results of such calculation are organized, as
shown in the figure, it is possible to grasp the increasing
tendency to damage according to the increase in flood
scale (drastic increase in damage, reaching a limit, etc.). It
is also possible to grasp the positive and negative effectsof countermeasures from the changes in maximum,
minimum, and average values.
3.

Suggest proper measures depending on
the flood damage change tendency
The figure also shows an example of an assumptive
calculation for raising the levee height in the upstream,
not considering the basic theory of flood control, i.e.,raising the levee from the downstream. The negative
effect is clearly visible, i.e., it brings mostly a decrease in
the minimum value, brings an equivalent or an increase in
the average value, and brings an increase in the maximum
value.
Other indexes, such as death toll, could be examinedon the vertical axis. It is also important to examine theincrease or decrease in damage in each local area, as wellas the whole basin. We are compiling a systematic
approach to examine these “no-regrets measures.”Direct Damage in the Basin (HM yen)

1.

After
levee
raising (1)(1) Maximum value

Before leveeraising (1)Width of damage(2) Average value

After leveeraising (2)After leveeraising (3)Before leveeraising (2)Before leveeraising (3)(3) Minimum value

1/30 yrs 1/50 yrs 1/80 yrs 1/100 yrs 1/200 yrs 1/300 yrs 1/500 yrs

Scale of Flood

Figure: Example of Flood Risk Calculation[Reference]
Climate Change Adaptation Research Group: Interim
Report on Climate Change Adaptation Studies, Technical
Note of NILIM, No.749, 2013.

Research Trends and Results
Construction of a Sound Water Cycle in River Basins-- Efforts for Proper Use and Conservation of Ground Water -KAWASAKI Masaki, Head; NISHIMURA Sorin, Senior Researcher
Water Cycle Division, River Department
Keywords: water cycle, ground water, ground water management, local government, flow analysis, field survey
1. Introduction
In view of the forecasted increase in draught risk due toclimate change, the rise in water demand due to theglobal increase in population, and intensifying
competition in the water business, attention is being paid
to "sound water cycles" to keep in place the roles of waterin human activities and environmental conservation.
Amongst the various factors that play into a water
cycle, concern is being raised about uncontrolled
development of ground water since it is characterized as
private rights incidental to land and not well managed as
river water. In addition, since ground water is a goodand inexpensive water resource as seen in the recent
increase in preference for mineral water, efforts are
required to ensure proper use and conservation of groundwater.
2. Ground water management
Ground water is generally characterized by goodquality, little change in water temperature and no need forlarge storage, intake or supply facilities owing to intake
from wells. Japan has many alluvial plains and fanswhere gravel layers containing much ground water havedeveloped, so ground water has been widely used sinceancient times and supported the life of people.
Meanwhile, there has not been great progress in the
management of ground water because there are two
opposing concepts, i.e., the "concept of water as a publicresource," which would require that ground water be
regulated by public law since it constitutes the foundationof the environmental function of land including
surrounding areas, and the "concept of water as a private
asset," by which ground water belongs to private property
since the land owner may construct a well to use waterfor private purposes.
In recent years, however, in view of the necessity toprevent uncontrolled development of ground water andpromote sustainable use of ground water, in themunicipalities where ground water use is advanced, suchas Kumamoto City (Kumamoto Pref.) and Ono City
(Fukui Pref.), recognition of ground water as public
property is being developed through continued
environmental education and information dissemination.
And, ground water management has been strengthened
and/or upgraded.
3. Outline of the study(1) Field survey on ground water management
and systematic organization of advanced

cases
Using questionnaire surveys for prefectures andmunicipalities, we want to grasp the status of groundwater management in the country and identify issues, andexamine measures for strengthening / upgrading groundwater management for the areas where ground water
management is advanced, such as Kumamoto City andOno city. We intend to organize and summarize
methods and concepts of ground water management
systematically as reference for other local governments.
(2) Cross-sectional organization of the cases ofground water flow analysis
Ground water flow analysis is an important tool thatvisually clarifies, as shown in the table below, the groundwater flow characteristics of the relevant region based on
surface water and ground water flow models, and serves
as basic information for the governance of ground water,
including hydrologic processes such as rainfall andsurface runoff, underground penetration, flow of groundwater into rivers, leakage of river water into theunderground, and pumping. However, the accuracy of theanalysis is low due to insufficient data on the pumping
discharge of ground water, nature of the soil, etc. It is,therefore, necessary to take into account suchinaccuracies in order to properly handle analysis results.
For these reasons, we intend to collect data on the casesof ground water flow analysis conducted by MLIT acrossthe country and cross-sectionally organize the accuracy
etc.
Rainfall, etc.
Underground
penetration

Surface runoff

Cultivation
River runoff
Equivalent roughness
coefficient etc.

Water retention in land

Spring
Surface water model
Flow of spring into the river

River runoff
Flow of ground water into the riverAchievement
model

Leakage of river water into the undergroundPumping
Ground water flow

Ground water flow model

Integrated analysis

Coefficient of permeability,etc.

Achievement
model

Figure: Conceptual Diagram of Ground Water
Flow Analysis

Research Trends and Results

Efficient Inundation Countermeasures According toRegional Characteristics
OGAWA Fumiaki , Head; HASHIMOTO Tsubasa , Researcher
Wastewater System Division, Water Quality Control Department
Keywords: heavy rain, inundation countermeasure, regional characteristics
small-and-medium-size cities are promoting development
focused on main lines. The characteristics of storm sewer
development in big cities and small-and-medium-size
cities are summarized in the table below.

2. Damage by inner water inundation anddevelopment of storm sewers
An “inner water inundation” is a state wherein heavy
stormwater that falls on an urban area or farmland cannot
be drained into drainage facilities (sewerage, etc.) or
public waters, and inundates buildings, land, and roads.
From the inundation statistics 1) of 2001 to 2009, we
identified damage data for cases where no less than 50
structures were inundated by inner water inundations
above or below the floor level (“inner water inundation
damage”). We then organized the numbers of such cases
according to the population of the municipalities in which
they occurred. In addition, using the storm sewer
development area (FY2010) survey conducted by the
MLIT, we calculated the ratio of developed area to thetotal area where storm sewers are planned ("ratio of storm
sewer development"). The results of the calculation are
indicated in the figure. In small-and-medium-size cities(population of less than 300,000), the ratio of storm sewer
development is smaller than that in big cities (populationof not less than 300,000), but the number of cases of
inner water inundation damage is small. In big cities
where a decline in stormwater storage penetration ismarked due to the progress of urbanization, area-wide
development of storm sewers—including branchlines—is required. In small-and-medium-size cities wherea certain level of stormwater storage penetration is
expected, the development of branch lines is notnecessarily required, therefore the selection andconcentration of target areas should be ensured. As aresult of analyzing the development of storm sewers from
FY2008-2010, for which a detailed explanation is omitted,
it was found that big cities are promoting area-wide
development of main and branch lines, while

人口規模*30万人～：政令指定都市と中核市を除く
Population size * 300,000-:
Excluding ordinance-designatedcities and core cities

2.5

70%
Number of cases of inner

内水被害件数water inundation damage
Ratio of storm sewer

雨水整備割合development

2

60%
50%

1.5

40%
30%

1

20%
0.5

～1万人
- 10,000

10,000-50,
1～5万人
000

50,000-100
5～10万人,0000%
100,000-30
10～30万人
0,000

city
Core中核市

Ordinance政令指定都市
designated
city

0

30万人～
300,000-* *10%

Ratio of storm sewer development (%)
雨水整備割合（％）

Number of cases of inner water inundation damage per city (cases)
一都市あたりの内水被害件数（件）1. Introduction
In recent years, many regions of Japan have been hit
frequently by heavy rain with an hourly precipitation of
50 mm or more, or by concentrated heavy rain in a shortperiod of time such as 10 minutes. As the frequency ofheavy rains is increasing, concern is also increasing overthe decline in stormwater penetration due to the progressof urbanization, as well as the increase in inundation
damage potential due to the development of undergroundspace use. Cities need to advance urban stormwater
management measures efficiently and effectively within
their limited financial resources. In order to support
inundation countermeasures according to regional
characteristics, NILIM has organized various
characteristics, including inundation damage and thedevelopment of storm sewers, according to the size of
cities.

Figure: Number of Cases of Inner Water
Inundation Damage and Ratio of Storm Sewer
Development by Population Size
Table: Characteristics of Storm Sewer
Development by Population Size
TownscapeTrend of development
Inner water inundation
damageRatio of storm sewer
development
Necessity forstructural measuredevelopment

Big city (Population of notless than 300,000)

Small-and-medium-size city (Population of less than
300,000)

Many urbanized areas areformed in area.
Development of main /branch lines in area

Town is formed around the terminal station (heavily
built-up areas are limited).
Concentrated on main lines (More selective /concentrated development than big cities)

Much

LittleHigh (51.1%)

Low (34.9%)

Development including
branch lines is necessary.

It is necessary to examine necessity for branch line
development while advancing monitoring andnon-structural measures (selection and concentration).

3. Inundation countermeasures in cooperation
with other (non-sewerage) projects
In order to promote efficient inundation
countermeasures in cooperation with non-sewerage
projects, we are collecting and organizing examples ofcases of such cooperation, including: effective use ofstormwater reservoirs for inundation control in rivers;
improvement of stormwater storage penetration usingparks, schools, space under elevated roads, and farmland;
support systems for development of stormwater storage
penetration facilities in development activities; and others.
In relation to this cooperation policy, we are going toevaluate their implementation methods and direct
solutions alongside regional characteristics such as
municipality population, urban area, suburban area, etc.
[Reference]
1) Inundation Statistics, 2001-2009, MLIT

Research Trends and Results

Improving sustainable maintenance methods
considering risk management
YAMAGUCHI Tatsuya, HeadSUZUKI Atsushi, Researcher
KOHASHI Hidetoshi, Research Coordinator for Construction Management (Dr. Eng.)
Construction System Division, Research Center for Land and Construction Management(Key words) Maintenance, risk management, sustainability

1. Introduction
Japan’s public capital stock was createdconcentrated in the high-speed economic growth
period, and it is predicted that the problem ofdeterioration will become serious in the medium tolong term. Thus, in recent years, service-lifetime
extension plans have been enacted in various fields ofpublic capital. It is predicted that whenservice-lifetime extension plans have been executed aspart of maintenance work in the future, a serious
challenge will be whether the PDCA cycle of work
will be effortlessly sustained without facing excessive
risk. At the NILIM, we have responded to awarenessof such problems by conducting “research on methodsof improving sustainability of maintenanceincorporating the perspective of risk management” for2 years beginning in 2014. And in August 2013, thein-house Stock Management Research Committee(Chairman: Executive Director for Research Affairs,
members are representatives of various research
departments) began preparing for research to begin in
the next fiscal year.
2. Outline of research scheduled to start in
FY2014Since FY2006, this Research Committee has
clarified the degree to which methods of conducting
maintenance in the fields of inspections, soundness
evaluations, predicting progress of deterioration,
countermeasures, data base construction, clarificationof management goals, etc. have been physicallyprovided in all fields of public capital. Research since2014, has proposed evaluation methods for eachmanagement body to self-inspect effective ways of
performing maintenance work in addition to theevaluation axis to answer the question: do thesefunction effectively from the perspective of
appropriate risk management or sustainability.
3. State of study by the Stock Management
Research Committee
The Research Committee has had research
departments in the NILIM report on the present state ofmaintenance in various public capital fields (sewage

systems, river structures, road structures, dams andsediment control facilities, airports and ports, cities andhousing, etc.) and has conducted discussions to abstract
problems concerning the PDCA cycle of maintenance(sustainability and risk management). In this way,concerning present methods of inspecting or evaluating
soundness for example, it is difficult to cover the entire
fields managed, and fear that it could obstruct the
PDCA cycle have appeared. And even regarding
inspection and soundness evaluation methods, adisagreement has appeared concerning the point thatconcepts concerning improving efficiency or
introducing new technologies should differ according tocharacteristics such as whether it is a facility to prevent
disasters caused by abnormal weather or external force
or is a facility that provides day-to-day services.
4. Future activities
In 2014, based on discussions by the ResearchCommittee, work will begin in earnest. In this way, it
will study differences in basic guidelines tomaintenance that should essentially be part of each field
while clarifying the degree of completeness oftechnologies applied—characteristics of the objects ofmanagement already explained, management bodysystems, inspections and countermeasures—or the
degree of uncertainty. For example, questions such aswhether to prioritize service life extension byinspections and repairs, to prioritize response throughdesign such as providing easily-inspected structures, toprioritize restrictions on use or early reconstruction, orto prioritize corrective maintenance. The question ofwhether or not differences of this kind in basic policies
are reflected in actual maintenance work will beverified by comparing fields through case studies andenacting an evaluation axis which should be newly
adopted. We want to perform the verification withreference to case studies which include the private
sector infrastructure field or the concepts of ISO5500X.

A Case of Utilizing Results
Creation of Visual Inspection Criteria for Deterioration of PVC
Pipes
OGAWA Fumiaki, Head; FUKATANI Wataru, Senior Researcher; SUEHISA Masaki ,Researcher; KAYA Takuro , Guest Research Engineer
Wastewater System Division, Water Quality Control Department
Keywords: sewer, maintenance guideline, PVC pipe, visual inspection criteria
1. Introduction
In recent years, road cave-ins and similar accidents
have been frequently seen. To prevent such accidents,
the deterioration in sewers should be accurately detected.
Deterioration in sewers is commonly determined inaccordance with visual inspection criteria using TV
cameras, but these inspection criteria were establishedmainly for rigid pipes such as reinforced concrete pipes.
It is, therefore, difficult to detect deterioration with theconventional criteria for PVC pipes, which are plastic
flexible pipes and account for about 50% of the total
length of pipe in the country.
Considering such circumstances, NILIM has
established visual inspection criteria (draft) for detecting
deterioration in PVC pipes.

pipes and create visual inspection criteria for deterioration,and conducted TV camera surveys of PVC pipes laid
more than 30 years ago, and load-proof performance tests
and two-dimensional nonlinear static analyses (CAE) of
deteriorated PVC pipes.
Consequently, as deterioration characteristics of PVC
pipe, the presence of overall section change (Photo 1) andlocal section change (Photo 2), and the relationshipbetween cracking and load bearing capacity wereclarified. Based on these findings, we added the flatness
and deformation of PVC pipes to visual inspection
criteria, and clearly positioned the inspection criteria forcracks, etc. (Table).

2. Preparation of visual inspection criteria for
PVC pipes
For sewerage, rigid pipes such as reinforced concrete
pipes and earthenware pipes, and plastic flexible pipes
such as PVC pipes are mainly used. These two types ofpiping are greatly different in structure and material, so
their characteristics of deterioration are also different.
For example, reinforced concrete pipes are very strong
but are susceptible to changes in material properties,
while PVC pipes are not susceptible to such propertychanges but are susceptible to changes in shape.
Accordingly, NILIM collected and analyzed TV
camera survey data from local governments in order to
identify the deterioration characteristics unique to PVC

Photo 1: Example ofFlatness

Photo 2: Example ofDeformation

3. Conclusion
The Japan Sewage Works Association is revising theSewerage Maintenance Guideline, to which the visualinspection criteria for PVC pipes, created by NILIM, will
be added.

Table: Visual Inspection Criteria (Extract)
Rank

Inspection for each pipe

Item

Operation
Reinforced
concrete pipe

Damage and axial
crack to pipea
Lack
Axial crack 5 mm ormore in width

Lack
Earthenware pipe
PVC pipe

Flatness

PVC pipe

Deformation(Projecting inward)

PVC pipe

Axial crack at least
one-half of the pipe
lengthMap crack
Axial crackbcAxial crack 2 mm orAxial crack lessmore in widththan 2 mm in width
Axial crack less than
one-half of the pipe
length---Flat with flexibility
Flat with flexibility
factor of 15% or more factor of 5% or moreWhitened or projecting
Projecting inward lessinward less than 10%
than 10% of the innerof the inner diameter
diameter of the pipeof the pipe-

Research Trends and Results
Empirical Studies of B-DASH Project (Sewer Management System
Technology)
OGAWA Fumiaki, Head; FUKATANI Wataru , Senior Researcher; SUEHISA Masaki ,Researcher; KAYA Takuro , Guest Research Engineer
Wastewater System Division, Water Quality Control Department
Keywords: B-DASH, sewer management system, screening survey
1. Introduction
In order to prevent road cave-ins and similar disasters
resulting from damage to sewers, and to extend the life ofsewers, efforts are being made to implement systematic
inspections and surveys. However, it is difficult to deal
with an enormous amount of sewer stock under thesevere financial condition of local governments and thedaily working volume in the current TV camera survey.
It is, therefore, strongly required to develop an efficient
survey method by combining various existing sewer
inspection technologies.
2. Breakthrough by Dynamic Approach in
Sewerage High Technology Project (B-DASH
Project)
MLIT started the Dynamic Approach in SewerageHigh Technology (B-DASH) Project in fiscal 2011. In
fiscal 2013, in order to reduce maintenance costs andimprove the ratio of inspections and surveys conducted, aresearch agreement on validating sewerage management
technology was executed with 3 joint researchorganizations.
3. Outline of the sewer management systemtechnology(1) In-pipe camera inspection, wide-angle view
camerasurvey,andprofiling technology
This technology is forin-depth
study
using
a
wide-angle camera and pathshape profiling system after
screening sewers with major
abnormality using an in-pipe
camera and a conductance meter.
(Kansei Kogyo Co., Ltd., Nissui
Figure 1: In-Pipe
Con and Hachioji City Joint
CameraResearch Organization)(2) Wide-angle camera
survey and shock elastic wave inspection
technology
This technology screens sewers with major
abnormality using a wide-angle camera capable ofdetecting the in-pipe condition efficiently only withdirect-view driving mode, and then examines the detected
sewers to calculate the load bearing capacity of pipes byshock elastic wave inspection method and determine
control measures. (Joint Research Organization of

Sekisui Chemical Co., Ltd., Urban Infrastructure
Technology Center Foundation, Kawachi-Nagano City
Receiving
part

Elastic wave

HammerFigure 2: Image of Shock Elastic Wave
Inspection Method
and Osaka Sayama City)(3) Advanced image recognition technology
This technology contributes to labor-savings andefficiency improvement in surveys by using a
power-loaded self-propelled TV camera capable ofspherical imaging without stopping, learning-type
automatic defect detection, and defect detection by laser
projection.
(Joint research organization of Japan
Sewage Works Agency, NEC Corp., and Funabashi City)

Figure 3: TV Camera with Advanced Image
Recognition Technology
4. Utilization of findings from empirical studies
NILIM clarified the efficiency and required
performance of surveys done with each of theaforementioned three technologies by comparing daily
progress, survey costs, detectable defect items, accuracy,scope of application, applicable conditions, etc. withconventional survey methods. In the future, we plan toformulate guidelines (draft) for efficient surveying ofsewers using these 3 technologies, which we hope willserve as a reference for local governments, survey
companies, and equipment manufacturers.
[Reference]
http://www.nilim.go.jp/lab/ebg/index.htm

Research Trends and Results
Upgrading Inspection and Management Methods for River Management
Facilities
SUGIHARA Naoki, Research Coordinator for Integrated Water Disaster Management
River Department
HATTORI Atsushi (D.Eng.), Head; MORI Hirotoshi (D.Eng.), Senior Researcher; FUKUHARA Naoki ,Researcher
River Division, River Department
Keywords: river levee, maintenance, inspection, patrol
1. BackgroundOf the 10,216 river management facilities (dams, water
gates, sluices, sluice pipes, etc.) in the rivers administeredby the country, as many as 3,765 facilities wereconstructed more than 40 years ago. The number ofsuch old facilities is expected to continue to increase anddeterioration is anticipated to accelerate in many of them.
The river administrators are monitoring the conditionof river management facilities by conventionallyconducting "inspections" (1 or 2 times a year), in-depth
visual observations on foot, and "patrols" (comprehensive
visual inspections 1 or 2 times a week, mainly from a car).
They have maintained the functions of river management
facilities and ensured flood control safety by detecting
deformations as a sign of early damage and repairing
facilities as required.
In the future, the number of deformations that will be
detected is expected to increase in accordance with theincrease in deteriorating river management facilities.
Accordingly, efforts and time required for maintenancewill also increase and, under the present maintenancesystem, functional maintenance of river management
facilities may become difficult.
Therefore, it isnecessary to review the present inspection and patrol
methods in the interest of upgrading the maintenance ofriver management facilities.
2. Technical perspectives
Conventionally, river administrators have conductedmaintenance by monitoring the condition of facilities but
on1y sporadically applied new technologies in order torationalize their maintenance methods. They have notsteadily studied enough to make continuous
improvements based on actual condition using
accumulated data on deformations and repairs.
In view of such circumstances, the MLIT started
building a river maintenance database to record the places,
types, scales, etc. of deformations found throughinspections and patrols. With this database, the data thatwas previously managed separately by each riveradministrator will be collected and placed underintegrated control.
Taking this opportunity,
maintenance of river management facilities should be
streamlined by analyzing and evaluating this vast amountof data and incorporating results into site inspections andpatrols.
For example, one possibility is to construct a PCDA
cycle to streamline maintenance by first identifying
locations susceptible to deformation from thedeformation history and characteristics of rivermanagement facilities. Then, by strengthening theinspection and patrol and grasping the type and scale ofdeformation that is likely to degrade the flood control
safety of river levees and so forth, it should be easier todetermine whether repair is required or not.
3. State of study for upgrade
As part of the study for upgrading the maintenance ofriver management facilities, we are collecting dataobtained from the inspection and patrol of river levees infive rivers to analyze and evaluate the status of thosestudies. As a result, so-far unknown characteristics ofinspections and patrols have begun to become clear. For
example, the number of deformations found by one
administrator in one day is about 150 times those foundin a patrol, although there are variations according toriver.
Moreover, we have just begun to quantitatively
evaluate as well the decrease in flood control safety oflevees caused by deformation. It was found from thisevaluation that once a crack occurs in a river levee, thesafety factor for sliding decreases about 10 to 20% ascompared with a case of no deformation, although it
depends on the location of the crack and the nature of thesoil of the levee.
Note that, to identify locations susceptible todeformation from the deformation history andcharacteristics of river management facilities, we areusing a statistical processing method that has remarkably
advanced in recent years, but we are still working on it.
We will continue to study and would like to upgrade
maintenance by searching for desirable methods ofinspections and patrols, in order to prepare against theaccelerating deterioration of river management facilities.

Research Trends and Results
Upgrading Maintenance Technology to Support Dam’s Long LifeSAKURAI, Toshiyuki Senior Researcher; OKOSHI Moriyuki , Researcher; SASAKI Takashi(D.Eng.), Head
Large-scale Hydraulic Structure Division, River Department
Keywords: support dam’s long life, maintenance, comprehensive dam inspection, database
1. Introduction
Dams have the functions of flood control, water
utilization, etc. and constitute important social capital.
Many dams have been constructed to date in Japan. The
MLIT controls about 120 dams at present, and started
managing about 10% of them more than 50 years ago andabout 50% more than 30 years ago. For the dams under
the control of the MLIT, a "Comprehensive Dam
Inspection Guidelines" 1) was established in 2013 in orderto promote more effective and efficient maintenance on along-term perspective. Based on this procedure, each dam
is subject to comprehensive inspection at an interval of
about 30 years and the support plan for dam’s long life
are being formulated.
Given the situation, it is desirable to upgrade
maintenance technology in order to maintain the safety
and functions of dams for a long time.
2. Efforts to upgrade dam maintenancetechnology
In order to maintain the required functions of dams
under the direct control of the MLIT, daily inspections
have been conducted by dam administrators and periodic
surveillance have been conducted by professionals inprinciple every 3 years, in accordance with the inspection
and maintenance requirements provided for in operating
rules, etc. of each dam. Based on the results of these
inspections, dams have been maintained in place withrepairs as required. Information concerning maintenanceincluding inspection, measurement, and repair histories
has been accumulated by each dam administrator in theform of paper data or electronic information.
In order to upgrade dam maintenance technology, it isnecessary to detect the age-related deterioration
characteristics of dam structures and establish soundness
evaluation methods. In order to study these issues, it isnecessary to organize the accumulated management dataon each dam into a database of unified format that would
facilitate comparisons of the electronic data. Moreover,sharing the integrated database among dam
administrators will enable the examination of facility
repair and replacement from a broad perspective withreference to cases of other dams. (See figure.)
Therefore, the Large-scale Hydraulic Structure
Division is working to create a dam maintenancedatabase. Data on each dam will be registered in thisdatabase. We have built a prototype system in whichcollected dam data owned by MLIT have been registered.
Registration items are as follows.

Registration data: (i) Basic information (specifications
and basic drawing of the dam), (ii) Observation data
(history of earthquakes, floods, etc.), (iii) Inspection data
(daily inspections, extraordinary inspections, various
measurement values, etc.), (iv) Surveillance results, (v)Repair / Replacement information, (vi) Maintenanceplans.
Dam manager

Registration

Utilization

Utilization

Dam
Maintenance
Database

Head Office of MLIT

Utilization

Regional Development Bureau

Other
DB
Conduct inspections, etc. and create data

Other
DB

Example of utilization: Reference to repairs inother dams

Collaboration withother database

Figure: Image of Dam Maintenance Database
Utilization
3. Future schedule
We will take the opinions of dam administrators about
the database, and plan to improve the convenience of thedatabase system. Furthermore, through comparative
studies and trend analyses using various management
data that we have registered in the database, we willcontinue to clarify the age-related deterioration
characteristics and examine soundness evaluation
methods for dam structures.
[Reference]
1) River Environment Division, Water and Disaster
Management Bureau, MLIT: "Comprehensive Dam
Inspection Guidelines / Commentary", October 2013

Research Trends and Results
New Developments in Coastal Management--- Introducing the Concept of Disaster Mitigation and Preventive
Maintenance --SUWA Yoshio, Head; WATANABE Kunihiro (Dr. Agr.), Researcher
Coast Division, River Department
Keywords: coast, disaster mitigation, maintenance

1. Proposals released by Coastal Management
Review Committee
From October 4 to December 16, 2013, the Coastal
Management Review Committee, which consists ofmembers from the Rural Development Bureau, theFisheries Agency of the Ministry of Agriculture, Forestry
and Fisheries, and the Water and Disaster Management
Bureau and Ports and Harbors Bureau of the Ministry ofLand, Infrastructure, Transport and Tourism, met 4 times
and released proposals. The committee discussed
coastal management for the future since various issues
have arisen in coastal areas of Japan since the 1999
revisions to the Seacoast Law, including damage bytsunamis resulting from the 2011 earthquake off the
Pacific coast of Tohoku and progressive deterioration incoastal protection infrastructure. In these meetings, theCoast Division supported the executive office in technicalmatters.
As particularly important subjects, the committee
discussed the "clarification of disaster mitigation
measures in coastal management" and "improvements tocoastal maintenance." This former was a new subject
since "disaster mitigation," which is an issue facing
coastal protection infrastructure, has never been discussed.
The latter subject aims to improve maintenance in coastal
areas, which timely responds to the launch of "First yearof social capital maintenance."
2. Clarification of disaster mitigation measuresin coastal management
The concept of "disaster mitigation," which was newly
introduced to coastal management, had been provided by
the Central Disaster Prevention Council in view of thedamage suffered from the Great East Japan Earthquake.
"Coastal dikes of resilient structure" and "green
embankments" (Figure) which integrates trees with a dike,were both raised by the Coast Division after the Great
East Japan Earthquake and are expected to be effective
towards reducing inland flood heights and ensuring
evacuation time by delaying dike breaks even in the caseof overtopping.
Introducing the concept of "disaster mitigation"requires consideration of land "area", in addition to theconventional concepts of coasts as a "line" and seas as"area." It will, therefore, greatly change the conventional
concept of coastal management. In the future, it will benecessary to promote comprehensive measures fordisaster prevention / mitigation in coastal areas inclusiveof inland areas. This will require collaboration andcoordination with municipal evacuations, land utilization
planning and other disaster prevention and mitigation【樹木が成長した将来のイメージ】
樹木が成長した将来のイメージ】
measures.
海側低木植樹帯▽T.P.+7.20

1:2

.4

1:2.
0

▽T.P.+3.00

Figure: Trees Integrated with Coastal Dike of
Resilient Structure
3. Improvement of coastal maintenance
Coastal protection infrastructure that was constructed
more than 50 years ago and is still in use accounts forabout 40% of the all infrastructure and rapid deterioration
is a related concern. In addition, the inclusion of not
only infrastructure but also erosion control measures forbeaches will make coastal management complicated.
Since the committee discussed the necessity of
preventive management, its importance was also
recognized for coastal areas managed mainly by
prefectures.
However, since budgets and humanresources are limited, the need to strengthen cooperation
with private-sector organizations in developing activities
in municipalities or coastal areas was also discussed. Itwas, therefore, made clear that the trend in coastalmanagement is to include local residents without leaving
everything to governments.
4. OtherIn addition to the aforementioned two subjects, thecommittee discussed erosion control measures forbeaches, conservation of Okinotorishima Island, andmeasures for adapting to global warming. In the near
future, systems will be developed so that coastalmanagement may be performed in accordance with thecontents released by the committee.
[Reference]
Material on the Coastal Management Review Committee
http://www.mlit.go.jp/river/shinngikai_blog/kaigankanrin
oarikata/index.html

A Case of Utilizing Results

Reference documents concerning periodic inspectionsof road bridges (2013 edition) —Bridge Damage
Case Photo Collection—
TAMAKOSHI Takashi, HeadOOSHIRO Nodoka, Senior Researcher
KUBOTA Kosaku, Senior Researcher
KITAMURA Takanobu, Former researcher
YOKOI Yoshiteru, Researcher
Bridge and Structures Division, Road Department(Key words) Road bridge, maintenance, periodic inspections, damage case

1. Introduction
The percentage of Japan’s huge stock of road bridge
assets that has deteriorated is rapidly rising. We haveto economically and rationally maintain these assets as
we ensure safe and smooth traffic into the future.
Therefore, it is important to appropriately clarify andevaluate the present state of bridges and implement
systematic maintenance based on the results.
The Bridge Periodic Inspection Rules (Proposed)(March 2004) (below, “2004 Inspection Rules) havebeen enacted to cover road bridges operated by thenational government, stipulating that periodic
inspections formerly done at 10 year intervals be
carried out every 5 years in the future, and that, inprinciple, all members be closely examined visually.
At this time, in order to be able to evaluate andanalyze characteristics of deterioration, in addition to
the diagnosis of the soundness of members (deciding
countermeasure categories), objective facts about thestate of damage (evaluations of the degree of damage)are recorded. At the same time, the NILIM has
published a technical report on the state of damage etc.
which has been accumulated by past surveys(TECHNICAL NOTE of NILIM, No. 196, December2004) to support technologists who perform
inspections and diagnoses.
Since then, the NILIM has continued by analyzing
the results of the 2004 Inspection Rules usednationwide, categorizing forms of damage,
hypothesizing causes, and conducting survey researchof design standards. And it has conducted studies
concerning forms of damage and bridge erection
environmental conditions by performing statisticalanalysis.
This fiscal year, based on knowledge obtained fromsurvey research on deterioration conducted since 2004,
technical consultations about defect cases, andtechnical support, a new collection of damage cases
for management personnel to use as reference material
has been prepared.

2. Configuration and outline of the Bridge
Damage Case Photo Collection
This document organizes damage cases under items(I) to (V) shown in Table 2 for each inspection item in
the Inspection Rules (26 types of damage shown in
Table 1).
Damage to steel members[1] Corrosion[2] Cracking[3] Looseness, andfalling[4] Breakage[5] Deterioration of
corrosion protection
function

Damage to concrete
members[6] Cracks[7] Exfoliation andexpose of rebars[8] Leakage or freelime
[9] Falling[10] Damage toconcrete reinforcing
materials[11] Slab cracking[12] Flaking

Other damage

Common damage[13] Abnormal
opening[14] Irregularities onroad surface[15] Defective paving[16] Obstruction offunctions of bearings[17] Others[18] Abnormal anchors[19] Discoloration anddeterioration[20] Leakage andwater retention[21] Abnormal noise or
vibration[22] Abnormal
deflection[23] Deformation orchipping[24] Soil plugging[25] Settlement,
movement, leaning[26] Scouring

Table 1. Inspection Items (Types of Damage)(I) General properties and characteristics of damage
It shows photos of cases revealing general properties of damage and its
characteristics(II) Relationship with other damage
It shows points which are closely correlated with other damage, and whose data
must be carefully recorded.
(III) Evaluation of degree of damage
It shows examples (Photo 1) of cases where degree of damage of the damage casewas evaluated based on damage evaluation standards.
(IV) Deciding countermeasure category
It shows characteristic damage cases and related information, so that it can be used
as reference material to decide countermeasure categories(V) Other reference information
It shows information for use as references concerning past specific cases,
precautionary items, causes of damage, and change of materials used.

Table 2. Characteristics of the damage cases classified

A Case of Utilizing Results※Degree of damage is defined at 5 levels: a (no damage) and b, c, d, e(rising degree of damage)(a) Evaluation of degree ofdamage [b](b) Evaluation of degree ofdamage [e]Photo 1. Evaluation of Degrees of Damage (Exampleof Corrosion)
3. Summary
We are counting on the document being usedeffectively in the field and to contributing toappropriate diagnosis through inspections and todecision making concerning measures that managers
take. In the future, we will continually accumulate andanalyze inspection data, and develop comprehensive
road bridge service-lifetime extension technologies
including establishing, designing, and executing
rational maintenance methods based on predictions ofdeterioration of road bridges.
[Source]
Web page of the Bridge and Structures Division(Entered in TECHNICAL NOTE of NILIM No. 748)
http://www.nilim.go.jp/lab/gcg/index.htm

Research Trends and Results

Initiatives to provide airport pavement etc. inspection
support system using smartphones etc.
ASHIDA Yosuke, Researcher
NAKASHIMA Susumu, Head
KATO Mitsuru, Deputy Head
Airport Construction Systems Division, Airport Department(Key words) Airport, pavement, inspection system, smartphone
1. Introduction
Airport pavement and other facilities are inspected
every day, visually on foot or while driving a vehicle.
But preparing inspection records is labor-intensive
because the facilities are wide and it is done at night,
so it takes time to identify the locations of problems.
For this reason, to increase the efficiency ofinspections, we are studying the development of an
airport pavement etc. inspection support system using
smartphones, which have come into wide use in recent
years.

This development can lower the costs ofintroduction because it uses smartphones available on
the market. And using a free map data provision
service can lower the development cost andmaintenance cost.
The system can be used by installing the newly
developed App into smartphones etc.
At the scene, it must be done during the limited
period at night, so to reduce the entry work, recording
will be done with a pull-down menu, pictures takenusing the built-in camera, and positioning done at thesame time using the GPS function. And sending therecorded data to a database server (DB server) using
its communication function, will permit the office toimmediately clarify the status of an inspection andautomatically prepare records in a time series. (Fig. 2)
And by storing each airport’s data centrally in a
database server, users can count on being able to see
all data and to perform strategic management using
these data.

2. Image of the airport pavement etc. inspection
support system
To inspect facilities, inspectors now carry a fieldnotebook and pen to keep records, a camera to takepictures, and measuring tape to identify locations. A
smartphone etc. contains built-in functions to enter
records, take pictures, and obtain location information,so an inspector can perform an inspection carrying one
smartphone. (Fig. 1)

3. Future initiatives
In the future, we plan to [1] develop the application,[2] study and build the DB server environment, and[3] verify its feasibility by field testing.

Figure 1. Equipment Carried for Inspections
You can enter records,
take pictures, obtain location
information with just one
smartphone

Field notebook
and pen

CameraMeasuringtape

Smartphone

Figure 2. Airport Pavement etc. Inspection Support System Using Smartphones (Image)Airport pavement etc. inspection support system using smartphones (image)
Easy to take picturesand obtain location
information using its
internal camera and GPS

Simple pull-down
entry

Centralized controlof data
To introduce,
just install theApp

Inspection
App

App screen configuration (image)Transmit data

Immediately
reference, store andprint inspection
recordTake pictures withits built-in camera

Obtain location
information withbuilt-in GPS

Photography

Location information

AirportDate/time
Facility
Abnormality

Referenceand print

Impact on operation
Response

Photo
Location map

Smartphone

DB serverPC

RecordTopics

Efforts to Establish a JIS Standard for Sewer Pipe
Renovation Method

OGAWA Fumiaki, Head; SUEHISA Masaki , Researcher
Wastewater System Division, Water Quality Control Department
Keywords: sewer pipe renovation method, JIS standard, life extending measures

2. Outline of JIS standard to be established
In establishing a JIS standard, it is necessary for thenational government to coordinate between providers(manufacturers and constructors) and users (sewerage
service provider) from a neutral position. Therefore, a
JIS Standard Review Committee, in which the
Wastewater System Division of NILIM serves as theexecutive office, was established to discuss sewer piperenovation methods in fiscal 2011 and prepared a draft ofa national standard (JIS standard) for renovation methods
with consideration for ISO standards, seismic
performance, etc. at the end of 2012.
The draftprovides the required performance and requirements for
ensuring quality in the steps of manufacturing liner
material and constructing liner pipes for each of themethods for close-fit pipes, cured-in-place pipes,
spirally-wound pipes, and assembly pipes. The draft ischaracterized as an attempt to establish standards, before
the ISO, for required performance of assembled pipes,
design methods for the thickness of liner pipes, etc.,
which are not standardized by the ISO, based on theexisting standards of organizations 1) in Japan.

3. Future development
At present, the process to establish the new JIS
standard under the joint control of the MLIT and the
METI is ongoing, and discussions are being made fromthe viewpoint of whether the trade barriers stipulated by
WTO/TBT are applicable. In fiscal 2014, the plan is toestablish the draft as a standard. Establishment of thisnew JIS standard is expected to promote the efforts ofmanufacturers and constructors to ensure the quality ofpipe renovation methods, as well as overseas
development of domestic pipe manufacturers.
<Close-fit pipe><Spirally-wound pipe>

Liner pipe
Existing
pipe 更生材
既設管(Resin, fiber, etc.)（樹脂､繊維等）Figure 1: Example of Sewer Pipe Renovation
Method600

extension (km)Construction
施工延長（km）

1. Introduction
This renovation method installs a new pipe inside an
existing pipe in order to secure the load bearing capacityand discharge capacity of deteriorated sewers (Fig. 1).
Since it enables renovation without replacing existing
pipes, this method is essential for extending the life ofpipes. The use of this method has been steadily
increasing in recent years (Fig. 2) and similar methods
have also been developed.
Since most other methods require that materials
delivered to the site as semi-finished products beprocessed at the site and liner pipes be assembled at thesite as finished products, construction should be managed
at the site in accordance with specifications prepared foreach project and in compliance with control proceduresand values. From this viewpoint, the ISO has alreadyestablished "ISO 11296s Plastics piping systems forrenovation of underground non-pressure drainage andsewerage networks.” However, this standard is based on
design concepts available in Europe and the USA, inwhich seismic performance and other construction
conditions differ from those in Japan, so it is necessary toestablish a national standard (JIS standard) based on theconstruction conditions in Japan.

500

400
300
200
100
0

S61
H7 H101986 H1
1989 H4
1992 1995
1998 H13
2001 H16
2004 H19
2007 H22
2010

Figure 2: Construction results of Renovation
2)
Method by Year
[Reference]
1) Design and Construction Management Guideline in
Sewer Pipe Renovation Method (Draft), Japan
Sewage Works Association, Dec., 2011.
2) From material published by the Japan Pipe
Rehabilitation Quality Assurance Association.

Topics

Technical Approach to support the Strategic Maintenance ofRiver Structures

SUGIHARA Naoki, Research Coordinator for Integrated Water Disaster Management
River Department
MORI Hirotoshi (D.Eng.), Senior Researcher; FUKUHARA Naoki, Researcher
River Division, River Department
Keywords: River Structure Management Research Task Force, strategic maintenance, collaboration between industry,
academia, and government
1. River Structure Management Research Task
ForceRiver management should be conducted according to
the characteristics of infrastructure such as river channels,levees, dams, water gates and drainage pump stations.
River channels and levees have different characteristics
according to sections and locations, and are managed
based on experience, while other infrastructure consists ofcivil engineering works with concrete structure, etc.,
machineryandequipment,
telecommunication
infrastructure, etc. and are subject to a series ofmanagement protocols, including inspections and repairs,
according to the type of infrastructure. In addition, since
the safety of individual pieces of infrastructure iscorrelated with river channels in similar sections,researchers in many fields are needed to study the
management of river structures. In order to organize agroup of researchers to follow structure management
technology suitable for rivers, the River StructureManagement Research Task Force (River Structure TF)
was established in April 2012, consisting of researchers
from the NILIM, the Public Works Research Institute(PWRI), etc.
The River Structure TF is conducting activities with acomprehensive objective, i.e., to further upgrade river
maintenance in terms of both technology andmanagement (development), and introduce and establish
the most advanced technologies for effective and efficientriver maintenance (introduction and establishment).

2. Activities in 2013
In order to achieve this objective, three points were
established for 2013 as challenging issues for the present,i.e., (i) technical study of deterioration prediction, etc. forvarious structures, (ii) study of medium-to-long term
management technologies for river structures, and (iii)
advice for practical activities and administration.
For (i), the River Structure TF proceeded with a study
to improve the efficiency of present visual inspections bygrasping the status of levee maintenance and repair, andprovided technical support to verification work in order toincrease efficiency and labor-savings in inspection. This
included reviewing inspection manuals and utilizing newtechnologies such as MMS. In addition, the PWRI
undertook the development and study of nondestructive
testing techniques for pinpointing cavities in levees nearsluices or other structures, deterioration in concrete
members and sheet-pile revetment, etc. For (ii), the River
Structure TF took basic steps to review management
methods, by collecting cases of social capitalmanagement overseas. For (iii), the River Structure TF
posted a technical consultation form on their website tofacilitate the process of accepting technical consultation
requests from a wide range of sources including local
governments, and received requests from 6 prefecturesand cities in 2013. In March, the River Structure TF
held a river structure management seminar to exchange
advanced information on maintenance as a collaborationof industry, academia and government.
3. Future development
The River Structure TF will continue to conduct
constructive activities to technically support thepromotion of strategic maintenance for river structures inclose collaboration with the MLIT and Regional
Development Bureaus. This will include the promotion of
R&D of new technologies, technical consultation for
local governments, and providing opportunities forindustry, academia and government to exchange a broadrage of information.

Figure: Sheet-Pile Revetment
Survey by River Structure TF

Deterioration

Topics

Large Vehicle Traveling Route Confirmation
Using ITS Spots Public Experiment

KANAZAWA Fumihiko, HeadSUZUKI Shoichi, Senior Researcher
TSUKIJI Takahiro, Researcher
SAJI Hidetaka, Guest Research Engineer
Intelligent Transport System Division, Research Center for Advanced Information Technology(Key words) ITS Spot, probe information, traveling route confirmation public experiment
1. Introduction
As road structures in Japan deteriorate, there is ademand that existing infrastructure be effectively used
longer than in the past, and it is important to monitor theroutes traveled by large vehicles, which impose loads
which have a relatively great effect on structures.
Our division uses ITS Spot services that permit
two-way communication between road side devices (ITS
Spots) and on-board equipment (ITS Spot compatible
on-board equipment) as a technology which effectively
clarifies the routes traveled by large vehicles, and isverifying this vehicle traveling route clarification
technology on actual roads. (Shows a map of range inwhich data can be collected.)
Beginning in January 2014, a public experimentconducted by installing ITS Spot compatible on-board
equipment in about 3,000 large vehicles to collect andconfirm traveling route information will be conducted.
This report introduces an outline of this public
experiment.
2. Clarifying traveling route using ITS SpotsITS Spot service, which started in 2011, cancommunicate large volumes of information in two
directions, so it can not only provide road traffic etc.
information to vehicles, but also collect probe
information (traveling history and behavior history ofvehicles).
Using these types of probe information to clarify thetraveling route of individual vehicles is not permitted inorder to protect personnel information. But, it is possible
to clarify the traveling routes of individual vehicles by
especially adding information to identify each vehicle tothe probe information for vehicles operated by companies
which have exchanged permission to use traveling routes
with the Ministry of Land, Infrastructure, Transport andTourism.
3. Outline of the public experiment
ITS Spot compatible on-board equipment will be
installed on about 3,000 large vehicles owned by logistics
companies throughout Japan and probe information will
be collected on a nation-wide scale. Running control

records (daily reports) containing traveling routes will berecovered from some of the commercial operators andthese will be compared with probe information collectedby ITS Spots to verify the probability of the travelingroute obtained from the probe information.
Specifically, based on vehicle stopped time andcontinuous traveling time etc. obtained from the probe
information, it will be verified how accurately locations
where they loaded or unloaded cargoes can be
hypothesized and whether or not it is possible to abstract
a single trip chain. And the precision of travel routeinformation in double-deck sections and in dense urban
districts will also be verified.
Figure. Range where Probe Information can be Collected
Data period: November 2011 to August 2012 (10months)LegendRoads where data is obtained (expressways)
Roads where data is obtained (national highways)
Expressways
ITS Spots

Research Trends and Results

Preparation of countermeasure proposal technology
document based on past traffic safety
countermeasures
TAKEMOTO Azuma, Researcher
OZAKI Yuta, Researcher
KAMIYA Sho, Guest Research Engineer
YABU Masayuki, Head
Advanced Road Design and Safety Division, Road Department(Key words) Traffic safety countermeasures, countermeasure proposal, black spot, arterial road
1. Introduction
Although the numbers of fatalities and injuriescaused by traffic accidents have tended to fall in
recent years, every year, more than 800,000 people are
killed or injured in traffic accidents, and this statistic
continues to be high as an absolute value.
The fall of the number of traffic accidents is theresult of the promotion of traffic safety education andthe improvement of vehicle safety accompanied bydiverse traffic safety countermeasures on the road side.
At places where road managers take traffic safety
countermeasures, each one has its unique road traffic
environment and site conditions, and the causes ofaccidents also vary widely, so a problem faced by
officials in charge of these locations is that they mustrack their brains to propose countermeasures for eachone.
So in order to support the proposal of traffic safety
countermeasures appropriate to the causes of accidents
in order to implement effective traffic safety
countermeasures,acountermeasureproposaltechnology document has been prepared based on past
countermeasure projects.
2. Preparing the countermeasure proposal technology
document
To propose traffic safety countermeasures forarterial roads, generally, based on the results of theorganization of accident data etc., studies are
conducted—[1] to set the forms of accidents to focus
on, [2] to hypothesize accident occurrence processes,[3] to analyze causes of accidents (hypothesizing
errors by people involved and road traffic
environments that induce errors), [4] to study
countermeasure policies, and [5] to propose
countermeasure works.
The countermeasure proposal technology document
was prepared with the structure shown in the figure sothat it can serve as reference material that roadmanagers use when proposing countermeasures alongwith the study process.
To select the forms of accidents (location of eachaccident and combinations of people involved) to be

Figure. Structure of the Countermeasure Proposal
Technology Document

entered in the countermeasure proposal technology
document, statistical traffic accident data of theInstitute for Traffic Accident Research and Data
Analysis were used to aggregate forms of accidents foreach accident category and to select about 50 cases as
frequent forms of accidents. And from among accident
occurrence
processes,
causesofaccidents,
countermeasure policies, and countermeasure work
methods that are hypothesized for each form of
accident, past proposals of countermeasures at about
8,000 locations accumulated in the Accident
Countermeasure Database of the NILIM (locations
defined as black spots in 2003 or in 2008, and wherecountermeasures were taken) were used to abstract
appropriate combinations from the hypothesizing ofaccident occurrence process to the proposal ofcountermeasure works. And in addition, past
countermeasure proposals for each form of accident
were organized to simplify hypothesizing causes ofaccidents unique to each location. The table presents
an example of the organization of right turn accidents
at intersections.
3. Conclusion
This technology document will be completed andupdated as necessary in response to the state of theexecution of traffic safety countermeasures in the
future.

Research Trends and Results
Table. Example from the Countermeasure Proposal Technology Document Concerning Right Turn Accidents at Intersections
Study process
Form ofaccident

Type oflocation[1] Setting the forms ofaccidents to focus on
Form of accident

Vehicle right-turning
Accident
collides with a vehicle
while Intersecti
coming straight from theturningon
opposite direction at anrightintersection[3] Analyzing causes of accidents[4] Studying countermeasure policies[5] Proposing
countermeasure works

PersonPerson’s error hypothesized in Example of a road traffic environment
involved the accident occurrence processthat induces error by a person

Example of countermeasure policy

Typical countermeasure
works[2] Hypothesizing accident occurrence processes
Example of accident
occurrence process

A right-turning vehicle
turning right into theintersecting road between
vehicles traveling in the
opposing lanes collides in
the intersection with avehicle traveling in the
opposite lane

Image diagram

Rightturning
vehicleTurns right while unable toadequately check the oncoming
vehicleTraveling at a speed delaying
Oncoming avoidance of the accident evenvehicle after noticing the right-turning
vehicleBecause of vehicle turning right from Improve the visibility of vehicles
the opposite direction, it is difficult approaching from the opposite direction
to check the opposite lane
when turning right
Because the right turn waiting
Guiding the traveling position of the rightlocation is not good, it is difficult to turning vehicle to appropriate locations
check the opposite lane
inside the intersection

Because it is a descending slope,vehicles tend to travel too fast

Removing the descending slope or making
it gentler
Alerting the driver

Right-turn lane (newly
created or location
improved)
Channel indicator (rightturn)Intersection center
indicator
Improving longitudinalalignment
Road surface indicators
Illegal signboards

Research Trends and Results

Studying the application of probe data to traffic safetymeasuresOZAKI Yuta, Researcher
YATA Junichi, Guest Research Engineer
YABU Masayuki, Head
Advanced Road Design and Safety Division, Road Department(Key words) Traffic safety measure, probe data

Figure 1. Relationship of Frequency of Abrupt
Decelerations of 0.3G or more with Number ofAccidents Causing Death or Injury
700

y = 3.0796x
R² = 0.4428

600
decelerations in 2011
*Abrupt※2011年の急減速

Frequency of abrupt deceleration of
0.3G以上急減速発生回数（回/年）
0.3G or more (times/year)

500
400
300
200
100
0
0

50

100

150

Accidents
causing death or injury
死傷事故件数（件/5年）(accidents/5 years)

200※2008年～2012年の事故*Accidents from 2008 to 2012

Figure 2. Number of Abrupt Emergency Decelerations
and Number of Accidents Causing Death or Injury of
Each Basic Road Link of DRM on Arterial Roads
Accidents causing death or injury ※Accidents from 2008 to 2012
Frequency of abrupt deceleration of 0.3G or more
※Abrupt decelerations in 2011

※Nos. on lateral axis are numbers assigned to DRM links in theinbound direction in each section of the route.

Frequency of abrupt deceleration of
0.3G or more (times/year)

2. Relationship of abrupt deceleration data withaccidents
Figure 1 used abrupt deceleration data from probe
data provided by Honda Motor Co., Ltd. to organizeand prepare a distribution map of the relationship ofthe frequency of abrupt deceleration of 0.3G or higher
with the number of accidents causing death or injury
at every basic road link of DRM in a certain region(below, called “DRM link”). Figure 1 shows that therelationship of the frequency of abrupt deceleration
with the number of accidents causing death or injury is
greatly scattered and it is difficult to discover a fixed
correlation.
So it was decided to narrow the focus to a specified
route to compare the frequencies of abrupt
deceleration and the numbers of accidents causing
death or injury at each DRM link to confirm thecorrelation. In Figure 2, the relationships of thefrequency of abrupt deceleration with the number ofaccidents causing death or injury at each DRM linkare organized in parallel by focusing on a certain
section of an arterial road. Overviewing therelationship of the two phenomena in Figure 2 showsthat at locations where the number of accidents
causing death or injury is higher than it is at other
DRM links, abrupt decelerations tend to occur often,
and at locations where accidents causing death or

injury are rare, abrupt decelerations tend to occur
rarely.
Examining each section in detail reveals that there
are characteristic links where, even though accidents
do not occur very often, at No. 17 in Figure 2 forexample, the frequency of abrupt decelerations is far
higher than it is at surrounding DRM links.

Number of accidents causing deathor injury (accidents/5 years)

1. Introduction
Traffic safety countermeasure projects are carried
based on a PDCA cycle consisting of identifying blackspots, analyzing causes of the accidents and planningcountermeasures, implementing countermeasures,
evaluating their effectiveness, and studying and taking
supplementary countermeasures, in order to take more
effective countermeasures. In the PDCA cycle, it isstandard procedure to identify black spots andevaluate countermeasure effectiveness based on
accident data. But because traffic accidents occur
rarely, a long period of time is required to collectstable accident data.
So at the National Institute for Land andInfrastructure Management, the data properties ofvarious kinds of probe data are organized in order tostudy methods of effectively identifying black spots.

3. Conclusions
In abrupt deceleration data, a correlation withaccidents was seen in certain narrow sections. But
even in sections which are narrow to a certain degree,
there are many locations where the frequency of
emergency deceleration occurrences in relation toaccidents is much higher than at surrounding locations.
It is assumed that the characteristics of occurrence ofabrupt decelerations of this kind are also impacted by
the road structure etc. In the future, factors such as
road structures which impact the characteristics of theoccurrence of abrupt decelerations of this kind will beclarified, and the analysis of its relationship withaccidents and other studies of its application to theabstraction of accident hot spots will be carried out.

Research Trends and Results

Evaluation of the effects of providing side strips onresidential roads
OHASHI Sachiko, Senior Researcher (Dr. Eng.)ONIZUKA Daisuke, Guest Research Engineer
KIMURA Yasushi, Research Engineer
YABU Masayuki, Head
Advanced Road Design and Safety Division, Road Department(Key words) Residential road, providing side strips, traffic safety
1. Introduction
The percentage of traffic accidents which cause
death or injury that are four wheeled vehicle - bicycle
or pedestrian accidents is about 25% on all roads, buthigher at about 32% on residential roads.
And as the figure shows, the fatality rate ofautomobile – pedestrian accidents on residential roads
rises from near the point where the danger perception
speed exceeds 30km/h, and it is believed that
restricting the traveling speed of vehicles to 30km/h orless will prevent serious accidents and reduce traffic
accidents.
Figure. Danger Perception Speed and Fatality Rate
Danger perception speed and death rate of pedestrians on
residential roads※(Accidents from 2008 to 2012)
60.0%

Fatality rate (%)

50.0%

Fatality
rate

40.0%

Number of fatal
accidents

53.9%
47.9%

Total number ofaccidents causing
death or injury

32.0%
30.0%

cost than hard methods, to verify its effectiveness.

2. Analysis of the effectiveness of providing side
stripsThis research surveyed the state of travel on roads
with similar roadside conditions etc. and analyzed thetraveling speeds of vehicles, clarifying its
effectiveness.
The analysis assessed the significance of differences
between vehicle speeds on multiple similar routes
where only one road structure element differs. The
table shows the results.
Table. Significance of Speed Differences by Road
Structure Element
Overall assessment ofsignificance*
Analysis items (road structure elements)
Average Maximum
speed
speed
Center line Center line placed/not placed○○
Traffic
Traffic restriction△△
restrictions enforced/not enforced

17.5%

20.0%

Road width (two-way traffic)○○

Road width (one-way traffic)△△

Roadside strip provided/not
provided△△

Width of roadside strip○

×

Vehicle lanes Width of vehicle lanes△
×△Both sides colored/not
colored△△Comparison of one side andboth sides

××

Differences in color

××

Road width
6.2%

10.0%

0.5%

0.9%

Fatality rate (%)

1.6%

0.0%
Less than Less than Less than Less than Less than Less than Less than
10km/h
20km/h
30km/h
40km/h
50km/h
60km/h
70km/h

70km/hoverSide strip

Danger perception speed [km/h]*Here residential roads are municipal roads
Prepared by the NILIM based on ITARDA data

One side colored/not colored

Color

There are two traffic safety countermeasuremethods: hard methods such as installing humps,
chicanes, or narrowingss and other structures torestrict speed, and soft methods such as restricting
traffic. The effectiveness of implementing many hardmeasures has been confirmed by past research, but theeffectiveness of taking soft measures has not beenverified as often as that of hard measures.
This research has focused on providing side strips,
which is a soft method that gains local approval
relatively easily, and which can be installed at lower△*Case where significance of 5% is considered significant○：Significant difference between all streets analyzed△：Partial significant differences between all streets analyzed
×：No significant differences between all streets analyzed

Significant differences in speed were confirmed
between roads with and without a center line andaccording to road widths (two-way streets), and it canbe stated that these impact the reduction of travelingspeed. There were partial significant differences
according to traffic restrictions, road width (one-waystreet), side strip width, and road width. And regardingcoloring, which is counted on mainly to clarify side
strips or regulate traffic, excluding one part, nosignificant differences in speed were confirmed.
3. Future directions
The comparison of routes did not clarify theeffectiveness, although it did show a tendency for the
speed to differ according to differences in road
constituent elements. So now states of travel before
and after countermeasure on the same route are being
compared. And to clarify the effectiveness ofmeasures other than speed restrictions, a questionnaire
survey will be carried out to confirm the feelings ofsafety of users.
In the future, we want to organize these effects foreach condition such as road width to clarify the mosteffective way to construct side strips.

Research Trends and Results

Sharing knowledge for more effective and more
efficient traffic safety measures
KIMURA Yasushi, Research Engineer
OHASHI Sachiko, Senior Researcher (Dr. Eng.)YABU Masayuki, Head
Advanced Road Design and Safety Division, Road Department(Key words) Traffic safety measures, human causes of accidents, speed reduction structures
1. Introduction
Traffic accidents, which are a serious road traffic
safety problem, are caused by three elements—people,
roads, and vehicles—and preventive measures aretaken from the perspectives of people, roads, orvehicles. But, even when a traffic safety measure istaken to deal with a road related accident factor, if
people do not use the road safely, the measure will not
be fully effective. And if the road users do not evenunderstand the purpose of the measure, it will bedifficult to gain their approval of its implementation.
So in order to introduce traffic safety measuresmore effectively and more efficiently, we areconducting research to share knowledge about the
purposes of traffic safety measure and methods ofsafely using roads with road users. This reportintroduces this effort.
2. Traffic safety measure and road users’ trafficmanners
Traffic safety measures on wide roads such asarterial roads include measures such as building
sidewalks or installing guard fences etc. to directly
separate vehicles from pedestrians, but on residential
roads for example, roads are narrow so measures thatcan be taken are limited. Therefore, reducing speed
from the road side or improving road users’ awarenessare major elements of traffic safety. We conducted aquestionnaire survey of the issue, “important ways toencourage traffic safety in this district” in one districtin Tsukuba City where residential road traffic safetymeasures had been taken, resulting in many of the
respondents pointing out “reducing the speed ofvehicles” along with “improving users’ trafficmanners” (see Fig. (a)). And in answer to the question,“Do you think that demonstrating the purpose ofmeasures will result in users driving more safely?”,
more than 90% answered either “Yes” or “Probably”(Fig. (b) top), while in response to the question “Do
you think that the purposes and intentions of measures
are shown to users?”, only about 40% answered “Yes”
or “They generally are” (Fig. (b) bottom), showing
they believed that telling road users the purposes andintentions of measures will contribute to safer roaduse.
Based on the above findings, we will organize

Figure. Results of Questionnaire Survey of Local Residents(a) Important ways to encourage traffic safety(b) Purposes of traffic safety measures
knowledge including the purposes of measures,primarily traffic safety measures taken on residential
roads within the district etc., examples of dangerous
situations and traffic accidents that result from road
users’ carelessness etc., and safe road use methods thatwill avoid these situations, and we will prepare
documents to clearly communicate these kinds ofknowledge to road users in easy to understand form.
In the future, we will clarify and verify theeffectiveness of sharing this knowledge in districts
where traffic safety measures have actually been taken,
and at the same time propose this as one measure to
reduce traffic accidents (methods and tools forcommunication with road users to avoid traffic
accidents).

Topics

Social experiment on traffic safety on schoolroutesOHASHI Sachiko, Senior Researcher (Dr. Eng.)ONIZUKA Daisuke, Guest Research Engineer
KIMURA Yasushi, Research Engineer
YABU Masayuki, Head
Advanced Road Design and Safety Division, Road Department(Key words) School routes, Traffic safety, Social experiment
1. Introduction
Traffic accidents involving children walking
between their home and their school continue tooccur , so traffic safety countermeasures for schoolroutes are a pressing challenge.
The Ministry of Education, Culture, Sports, Scienceand Technology, Ministry of Land, Infrastructure,
Transport and Tourism, and the National Police
Agency prepared Emergency Joint Inspection
Procedures for School Routes in May 2012 and haveasked local government to implement this manual. In
May 2013, the 2 ministries and 1 agency jointly
announced a notification concerning future initiatives
in response to the results of the emergency joint
inspections, and in December, issued the notification,
Promotion of Continuous and Effective Initiatives to
Ensure Traffic Safety on School Routes, and are
aggressively promoting its application.
The NILIM was already conducting research on
traffic safety measures for residential roads, and as
part of this research, from November to December
2013, in cooperation with Tsukuba City, which wasstudying specific traffic safety measures for schoolroutes, it carried out a social experiment on publicroads concerning traffic safety measures for schoolroutes.
This report introduces an outline of this social
experiment.
2. Outline of the social experiment
The social experiment was done by installing speed
reduction structures etc. on school routes andverifying their effectiveness with the cooperation of
the Tsukuba Central Police Station and Ninomiya
Elementary School.
The route included a narrow section with width ofabout 4.0m and without walking space for children
and a straight road section with 6.0m – 7.0m width
where vehicles travel at relatively high speed. On thisroute, traffic from outside the district is particularly
heavy in the mornings and evenings, and ensuringsafety of children when commuting to and fromschool is a challenge.

3. Traffic safety measures tested
During the social experiment, the route was divided
into 3 sections according to road conditions to study
the traffic safety measures.

In the first section, a narrow road shared byautomobiles and pedestrians, the roadside strips werewiden and colored in order to ensure space where
pedestrians can walk safely.
In the second section, which is a straight wide road,vehicles travel at high speed and pedestrians feelendangered, so humps and chicanes were installed toencourage drivers to reduce their speed. In light of theviews expressed by some that this part was used as ashort-cut of an arterial road, a bottleneck was installedat its entrance as a through traffic countermeasure.
To clarify the effectiveness of these measures, thespeed of vehicles and locations they traveled wereobserved by video cameras. And to understand how
safe and secure the users feel, a questionnaire surveyof drivers, children commuting to school, and local
residents was carried out.
4. Conclusions
The results will be announced as necessary, but theresults of the questionnaire survey of the elementary
school children show that about 80% of themanswered that they felt safer than before thecountermeasures were taken.
The NILIM will apply the results of the social
experimenttoresearch
on traffic
safetycountermeasures for residential roads throughout
Japan, and Tsukuba City will use them to implement

traffic safety countermeasure projects on school routes
serving Ninomiya Elementary School.
[Sources]
NILIM web page: http://www.nilim.go.jp/lab/gdg/index.htm- 2 -Topics

Study of the introduction of roundabouts in
Japan

KOBAYASHI Hiroshi, Senior Researcher
IMADA Katsuaki, Researcher
NAKANO Tatsuya, Guest Research Engineer
TAKAMIYA Susumu, Head (Dr. Eng.)
Traffic Engineering Division, Road Department(Key words) Methods of controlling level intersections, roundabout
1. Introduction
Present level intersections include those which still
face safety challenges such as the occurrence ofcollisions between vehicles crossing on intersecting
streets and between a vehicle travelling straight
through and a vehicle turning right on the same street.
There are also signalized intersections where thetraffic volume is low, resulting in the smooth flow of
traffic being obstructed because drivers needlessly
wait for a signal change when no vehicles are crossing
the intersection. To counter these problems, America
and the countries of Europe are aggressively
introducing roundabout intersections. Interest inroundabouts as a type of level intersection where
signal control is unnecessary during disasters has
appeared in regions which suffered damage by theGreat East Japan Earthquake. This report introduces
the state of studies of the introduction of roundabouts
in Japan.
2. Outline of roundabouts
A roundabout is a type of circular intersection inwhich priority is given to one-way traffic flowing in acircle, and is a level crossing control method that does
not interrupt the circular flow with signals or byrequiring a temporary stop. They are being
constructed in various regions as shown in Photo 1.

Roundabout Study Committee1), which held its firstmeeting in September 2013. The purpose of thiscommittee is to study characteristics of intersections
suitable for the construction of a roundabout based on
the characteristics of roads and state of traffic in Japan,
and to hear expert opinions to study technicalchallenges to the introduction of roundabouts. In
FY2012, in Karuizawa Town in Nagano Prefecture,
six unsignalized intersections were converted toroundabout intersections with the support of a public
experiment by the Road Bureau. And in FY2013, inYaizu City in Shizuoka Prefecture and in Moriyama
City in Shiga Prefecture, 4 unsignalized intersections
were converted to roundabouts with the support of thesame public experiment.
Linked to the above trend, the NILIM is conducting
research to set suitable conditions and create design
methods for roundabouts by, for example performing
driving surveys on test roads (Photo 2) and by using
traffic flow simulators, in order to prepare design
standards.

Photo 2. View of Driving Survey on a Test Track

Photo 1. Example of construction (Hitachi City in Ibaraki
Prefecture)
3. Past initiatives
The Road Bureau of the Ministry of Land,
Infrastructure, Transport and Tourism has formed the[Sources]
1)Roundabout Study Committee
http://www.mlit.go.jp/road/ir/ir-council/roundabout/index.html

Research Trends and Results

Preparation of the Time Reliability Index Value
Calculation Manual
MOROTA Keiji, Researcher
SEKIYA Hirotaka, Senior Researcher
TAKAMIYA Susumu, Head (Dr. Eng.)
Traffic Engineering Division, Road Department(Key words) Road traffic, time reliability, probe data
1. Introduction
According to the time a motorway opens for service,
travel time on sections of parallel ordinary roads may
shorten. And when this happens, not only average
travel time, but the 95-percentile travel time (in asense, travel time during congestion which occurs
once every 20 days) for example, is also shortened(Fig. 1). In these cases, the confidence in travel timeon the road felt by road users who set their departuretime predicting the 95 percentile travel time will be
increased, because they will be able to set a later
departure time than the departure time before the new
motorway opened for service.
The Traffic Engineering Division has studied amethod of using probe travel time data to calculate
index values which indicate such time reliability, andhas summarized the findings in the Time Reliability
Index Value Calculation Manual (below called “themanual”). We presume that regional development
bureaus will use this manual to calculate time
reliability index values in order to measure theeffectiveness of a road project.
2. Calculation of the time reliability index value inthe manual
Figure 2 is a flow chart of the time reliability index
value calculation method presented in the manual. A
characteristic of the manual is that it presents themethods: [4. Preparing OD section data], and 5.
[Setting the reliability ranking of time reliability index
values].
[4. Preparing OD section data] presents a method of
preparing travel times for sections consisting of anumber of connected DRM (Digital Road Map)
sections (below called, “OD Sections”) based on
section unit probe travel time data of DRM.
Compensation is done in cases where, during theprocessing of preparing OD section travel times, a
DRM section for which probe travel time data wasunavailable (below called, “missed measurement
section”) is found. Compensation for a missing
measurement section is done using average travel time
for the DRM section.
[5. Setting the reliability ranking of time reliability

index values] presents a method of assessing
reliability: a factor indicating the certainty ofcalculated index values. Reliability has been definedas probability that the difference between the index
value calculated based on data for a number of days
which can actually be obtained and the actual value(calculated value when there are no missed
measurements, and data for all days could beobtained) is within ±5% of the actual value. Reliability
is set as four ranks from A to D based on the numberof days when data could be obtained, and is ayardstick indicating the probability of the calculated
index value. And when the reliability rank does notsatisfy the ranking which should be ensured, as
necessary, the state of missed measurement sections
can be checked to set sections within the OD sections
whose index value is calculated.
3. Conclusions
The manual will be distributed to regional
development bureaus, where it is counted on to be
used not only to measure the effectiveness of roadprojects, but also to specify and prioritize sections
where countermeasures are required.
Figure 1. Change of Required time on National Highway
No. 1 (near Amanokawa Intersection: about 3km) after
Opening of the Daini Keihan Expressway (2010)

Figure 2. Time Reliability Index Value Calculation Flow
Chart

Research Trends and Results

Systems using probe information collected from ITS
Spots
KANAZAWA Fumihiko, Head
SAWADA Yasuyuki, Senior Researcher
TANAKA Yoshihiro, Researcher
SAJI Hidetaka, Guest Research Engineer
Intelligent Transport System Division, Research Center for Advanced Information Technology(Key words) ITS Spot, probe, road management
1. Introduction
The Ministry of Land, Infrastructure, Transport andTourism has developed a system to collect probe
information (traveling history, behavior history, etc.)from ITS Spots installed at about 1,600 places, mainly
on expressways throughout Japan and began collecting
this information in FY2011. The spread of ITS Spotcompatible car navigation systems permits thecollection of large volumes of probe information at
low cost. This means that it is now possible to perform
high frequency collection of section unit travel speed
or information of use in wide-area road management
to perform efficient and advanced road management
work. This report introduces systems that use probe
information which have been developed for use byroad managers (Fig. 1).
Figure 1. Position of a Utilization System

Figure 2. Example of Output Temporal-Spatial Speed
Chart (Tomei Expressway)
交通調査基本区間番号
ＤＲＭ区間
0時台
1時台
2時台
3時台
4時台
5時台
6時台
7時台
8時台
9時台
10時台
11時台
12時台
13時台
14時台
15時台
16時台
17時台
18時台
19時台
20時台
21時台
22時台
23時台

Time

時
間
帯

14110100030

14110100040

14110100050

14110100060

14110100070

14110100080

14110100090

13110100010

14110100110

14110100120

14110100130

001064→0032290 03229→0009850 00985→0023840 02384→0033880 03388→0023850 02385→0018670 01867→0032760 03276→0018630 01863→0019410 01941→0032800 03280→0032830 03283→0034273 03427→0001020 00102→0000600 00060→0000490 00049→0000260 00026→1003641 00364→1003471 00347→1018800 01880→0002890 00289→0001890 00189→000070

区間延長(m)[Legend]

Section
496

23

4,322

375

576

130

154

258

115

716

406

2,260

349

1,092

511

229

350

173

289

1,156

3,991

4,193

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川崎
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77.6

73.2
73.6
90
96.2
96.1
91.1
65.5
54.8
38
33.1
32.7
34.9
38.1
45.7
66.1
76.4
86.8
92.5
89.7
90.1
90.2
89.4
82.2
84.9

71.8
71.8
88.7
95.1
95.7
90.8
63.5
53.6
37.3
31.3
31.9
34.3
37.4
45.4
67.3
76.4
83.8
92.2
89.6
89.6
89.9
89
82.7
84.5

74.6
67.7
81.8
95.9
97.5
82.5
55.5
38
28.3
24.7
27
27.7
33.6
38.2
53.9
64.7
75.3
89.9
87.9
88
88.8
79.3
81
80.5

68.2
68
63.5 66.1
77.9 70.9
95 87.5
95.7
87
74.3
69
45.1 42.5
28.3 28.3
21.3 21.7
19.9 20.9
21 23.1
21.2 23.1
24.4 26.3
29.1 30.7
39.8
38
52 49.8
70.5 64.4
93.7 82.2
91.5 81.1
90.1 77.9
89 79.8
71.6 69.7
75.2
7073.3 68.3
横浜
町田
IC

74.7
73.3
74
92.6
91.3
75
55.6
42.6
34.7
34
34.7
33.5
37.3
39.8
46.8
64.7
75.3
87.4
86.8
83.6
85.5
77.7
77.8
78.2

76.4
74
75
93.5
92.8
74.5
63.2
48.2
40.3
38.1
39.6
37.8
40.6
44
51.3
68.7
76
86.9
81.4
81.9
84.6
79.2
81.4
81.4

80.8
78.7
77.1
98.3
96.5
79.8
66.4
51.4
44.8
41.9
43.1
42.3
45.2
46.9
54.8
74.7
83.8
91.5
92.2
88.8
90.9
83.8
85.2
84.6

81.3
79.4
77.5
98.7
96.8
81
66.4
51.4
45.1
41.9
43.3
42.4
45.4
48
54.9
74.8
83.7
92
92.4
88.8
81.3
84.4
85.4
84.8

82
94.4
91.4
98.5
95.1
86.4
77.9
63.8
56.1
54.6
56.4
52
51.7
55.2
63.1
76.6
85.7
88.5
92.4
90.6
91.4
88.6
88.5
89.7

87.1
93.1
93.8
97.5
94.5
89.5
82.9
74.8
73.5
73
71.3
70.2
69.6
76.1
81.7
84.5
89.1
90.8
91.6
89.5
88.7
86.5
82.7
82.6

Red: congestion
Yellow: heavy traffic

Ordinary roadIntra-city expressway

Inter-city expressway

30km/h or higher
20km/h or higher and below
30km/h
10km/h or higher and below
20km/hBelow 10km/h

60km/h or higher
40km/h or higher and below
60km/h
20km/h or higher and below
40km/hBelow 20km/h

80km/h or higher
60km/h or higher and below
80km/h
40km/h or higher and below
60km/hBelow 40km/h

No data

No data

No dataFigure 3. Example output from the sudden acceleration
and braking area mapping tool (Route 14)

2. Outline of utilization systems
Utilization systems can aggregate and display basedon travel speed or behavior histories in DRM link1)
units prepared from probe information, and roadmanagers can view and download the results (seeTable and Figure 2 and Figure 3).
Table 1. Functions of utilization system
Feature nameFeature outline

Time–space diagram
writerAggregation of each DRM link section or average speed
by hour of selected route, shown on the sheet andillustrated on the map in different colors

Required travel time
tabulator

Aggregations of required time to follow the shortest
route or selected route by section or time, as shown on
the graphs.

Sudden acceleration
and braking area
mapping tool

Mapping points of the selected areas on a map to
indicate locations where sudden acceleration occurred.

3. Conclusions
In the future, this will contribute to more efficientroad management by allowing road managers toaggressively use probe information to take congestion
countermeasures, accident countermeasures, anddisaster response measures, etc.
[Sources]
1) http://www.drm.jp/

2) Kanazawa, F. et al: Development of Probe data
Utilization System to Facilitate Road Management,proc. of 20th ITS World Congress, CD-ROM, 2013

Research Trends and Results
Empirical Studies for The B-DASH Project (Solid fuel forming,
sewage heat utilization, nitrogen removal, phosphorus removal /recovery)
YAMASHITA Hiromasa , Head; TAJIMA Atsushi , Senior Researcher; FUJII Tsuyako , Researcher;
HAMADA Tomoyuki , Researcher; MICHINAKA Atsuko (Dr. Env.), Researcher; ONISHI Shohei ,Researcher; KAWASUMI Ryota , Researcher; OGOSHI Masashi (D.Eng.), Researcher; KAMATANI
Satoshi , Guest Research Engineer
Wastewater and Sludge Management Division, Water Quality Control Department
MATSUHASHI Manabu , Researcher
Wastewater System Division, Water Quality Control Department
Keywords: sewerage, energy-saving, resource-saving, cost reduction, greenhouse gas, innovative technology
1. Introduction
Sewerage infrastructure is social capital essential to
public life and its potential uses, e.g., utilization of
sewage sludge and sewage heat as energy, and utilizationof phosphorus as resource are increasingly sought as a
response to the issues of global warming and the tightsupply of resources and energy, as well as measures for
reducing greenhouse gases.
New technologies responding to such social andadministration needs have begun to be developed but areless used in practice since many sewerage service
providers are cautious about their introduction. For thisreason, the Sewerage and Sewage Purification
Department of the MLIT launched the "Breakthrough by
Dynamic Approach in Sewage High Technology"(B-DASH) project in fiscal 2011, and the Water Quality
Control Department of the NILIM serves as an executing
agency of this empirical study. The objective of the
B-DASH project is to reduce the costs of sewerage
projects, create renewable energy through the verificationand dissemination of innovative technologies and support
the overseas development of the water business by
Japanese enterprises.
2. Outline of the B-DASH Project
Under the B-DASH Project, the NILIM contracts out
studies of innovative technologies to the public andconducts peer reviews of research organizations(contractor) that build full-scale sewage treatment plants
in order to verify treatment stability, the applicability oftechnology, and the cost reductions, decreases ingreenhouse gas emissions, and energy-saving effects
resulting from introduction of the technology, etc.
Based on the results of such verifications, the NILIM
formulates guidelines for introducing the technologies. In
formulating research findings and guidelines, the advice
and evaluations of experts are obtained.
In fiscal 2011, two empirical studies of biogas utilization
technology were conducted and the corresponding
guidelines were formulated in July 2013.
In fiscal 2012, five empirical studies concerningtechnology for converting sewage sludge into solid fuel,technology for utilizing unprocessed sewage heat, andtechnology for removing and recovering nitrogen andphosphorus derived from sludge treatment were adopted.
In fiscal 2013, these studies were continued to verify
results and formulate guidelines.
In fiscal 2013, two empirical studies concerning power
generation system technology using exhaust heat fromcombustion of sewage sludge were adopted, and thetechnology was put into practice.
Of these technologies, this paper gives an overview of theverification technologies adopted in fiscal 2012.
3. Outline of verification technologies adopted
in fiscal 2012
(1) Technology for converting sewage sludge
into solid fuel(i) Empirical study on next-generation
technology for converting sewage sludge into
solid fuel without emitting greenhouse gas(Joint Research Organization of Nagasaki City,
Nagasaki Institute of Applied Science, andMitsubishi Nagasaki Machinery MFG Co., Ltd.)This technology consists of the steps of hydrothermal
reaction, high-rate digestion, dehydration, and drying
processes. The plant hydrolyzes the degradable solidorganic matter in sewage sludge by hydrothermal
reaction, converts water-soluble organic matter into
digester gas through high-rate digestion to utilize it as aheat energy source, and dehydrates and dries the residue
in the remaining sludge to form solid fuel (Photo 1).

Figure 1: Appearance of Verification Facility(Nagasaki Eastern Sewage Treatment Facility)

Agency, and Takuma Co., Ltd.)For removing nitrogen in the returned water derived
from sludge treatment, this technology applies Anammox
reaction technology and a fixed bed (function of
Anammox bacteria converts ammonia and nitrite nitrogen
into nitrogen gas under an anaerobic conditions) to
reduce air demand, chemical costs, sludge generation, etc.
(Figure 4).

(ii) Empirical study on the utilization of waste
heat using low-cost technology for converting
sewage sludge into solid fuel (JFE Engineering
Corp.)The technology uses the unutilized waste heat of an
incinerator (about 300 °C) and surplus digester gas as aheat source for drying sludge in order to manufacturesolid fuel with surface solidification drying equipment,
and uses the solid fuel for the incinerator to reduce theuse of supplemental fuel (Figure 2).
Sludge incinerator

Surface solidification drying
equipment

Digester gas

Input dehydrated
cake

Waste heat

Figure 4: Appearance of Verification Facility(Kumamotoshi Eastern Purification Center)

Supplemental fuel (Heavy oil A)- Reduce supplemental fuel (low cost)- Reduce environmental impact (CO2emissions)(ii) Empirical study on innovative technology for
nutrient removal and resource recycling (Joint
research organization of Swing Corporation,
Kobe City, and Mitsubishi Shoji Agri-Service
Corporation)
This technology aims to improve phosphorus yield as
MAP (magnesium phosphate ammonium) suitable for
fertilizer raw material by removing and recovering
phosphorus directly from digestive fluid with a complete
mixing crystallization reactor, and to control piping
blockade with MAP (Figure 5).

Sludge solidified fuelBlend RDF fuelFigure 2: Processing Flow (Surface
solidification drying technology)(2) Technology for utilizing unprocessed
sewage heat
○ Empirical study on sewage heat utilization
using in-line heat-recovery technology (Joint
research organization of Osaka City, Sekisui
Chemical Co., Ltd., and Toa Grout Kogyo Co.,
Ltd.)
This technology installs a heat exchanger in a sewage
pipeline when renovating deteriorated pipe, such as
incurrent pipes and sewage mains at treatment facilities.
Untreated sewage flows through the heat exchanger, andrecovers sewage heat to utilize it for local air conditioning
via a heat pump. The technology enhances theefficiency of the heat pump by utilizing the sewage
temperature, which is higher than outside in winter andlower in summer (Figure 3).

PH adjuster

Separation unit

Flow in phosphorus removal / recovery
facilities(Magnesium hydroxide)

To sludge
dewatering facility

239 m3/day(Digester)

Undiluted
solution tank(Digestive fluid)

Treatment
solution tank
ScreenReactorRecoveryequipment

ReForce Master (Phosphorus removal / recovery unit)

Sewerage
Science Museum

Servicewater

To dryer

Cleaning
equipment

Dehydration
conveyor

Figure 5: Flow in Verification Facility(Phosphorus removal / recovery technology)

Outline of in-pipe installation typeInterior
unit

Construct simultaneously whenrenovating deteriorated sewers

Interior
unit

Heat utilization
facilities

Heat recovery
pipe
Heat transport infrastructure

HeatInterior
unit

Water source
heat pump unit
Heat recovery facilities

Figure 3: Flow in Verification Facility (In-pipe
heat recovery technology)(3) Technology for removing and recovering
nitrogen and phosphorus derived from sludge
treatment(i) Technical empirical study on highly efficient
nitrogen removal technology for fixed bed type
Anammox process (Joint research organizationof Kumamoto City, Japan Sewage Works

Interiorunit

B17 floor
modulation

4. Future development
The NILIM will continue to spearhead verification
studies and in turn formulate guidelines on technology
introduction based on study findings, and promote thedissemination of guidelines.
[Reference]
http://www.nilim.go.jp/lab/ebg/index.htm

A Case of Utilizing Results

Technology Introduction Guidelines for the B-DASH
Project (Biogas utilization technology)
YAMASHITA Hiromasa, Head; TAJIMA Atsushi, Senior Researcher; FUJII Tsuyako,
Researcher
Wastewater and Sludge Management Division, Water Quality Control Department
Keywords: Breakthrough by Dynamic Approach in Sewage High Technology Project, biogas, guidelines
1. Introduction
The MLIT launched the "Breakthrough by Dynamic
Approach in Sewage High Technology" (B-DASH)
project in fiscal 2011, and the Water Quality Control
Department of the NILIM serves as an executing agencyof this project.
We have, therefore, drafted guidelines for sewerage
service providers to consider the introduction of
innovative technology based on the results of ourempirical studies and the evaluation by the B-DASH
Project Evaluation Committee with regard to twotechnologies adopted in fiscal 2011 for water treatment(solid-liquid separation) and biogas recovery / refining /electricity generation in sewage treatment facilities.
2. Outline of biogas utilization technology(1) Energy management system using intensive
solid-liquid separation technology
This technology represents a technical system thatgenerates electric power via a hybrid fuel cell by fullyusing biogas obtained from the digestion of raw sludge,of which collection is increased by upgrading solid-liquid
separation using a carrier.
(2) Effective renewable energy production
system utilizing biogas
This technology represents a technical system for using
renewable energy for automotive fuel, etc. This is done
through a series of processes for increasing the collectionof biogas from local sources such as food, increasing theeffective usage of the biogas by heating a sludge
digestion tank made of steel, and purifying the biogas tohigh degree of quality with a packaged biogas upgrading
system.
3. Outline of the technology introduction
guidelines
The Table shows the content of the guidelines (draft).
Chapters 1 and 2 describe the objectives and outline thetechnology. Chapter 3 estimates the effect of thetechnology when introduced in a treatment facility.
Based on the results of estimations, the possibility of
introduction is discussed. Chapter 4 examines basicplanning, equipment design, etc. for introducing thetechnology. Chapter 5 describes check items andfrequency that will be required when the technology isintroduced.

Table: Content of Guidelines (Draft)
Chapter I General
Provisions
Chapter 2 Outline of theTechnology
Chapter 3 examination
for Introduction
Chapter 4 Planning and
DesignChapter 5 Maintenance
Reference Data

Objective, scope of application,
definitions of terms
Outline and characteristics of thetechnology
Effect of introduction and examination
methodBasic planning and design
Check items, frequency, etc.
Verification results, case studies, etc.

4. Utilizationoffindings
andfuturedevelopment
In order to introduce these guidelines to the concerned
persons in local governments and businesses, apresentation was held at the Tokyo Big Sight on August 2,(Fri.) 2013.
By holding similar presentations, we will continue toconstructively introduce these guidelines to concerned
persons and to disseminate the technology.

Photo: Guidelines Presentation[Reference]
1) TECHNICAL NOTE of NILIM No.736
Guidelines for introducing an energy management systemusing intensive solid-liquid separation technology
2) TECHNICAL NOTE of NILIM No.737
Guidelines for introducing an Innovative Biogas
Production System
http://www.nilim.go.jp/lab/ecg/bdash/bdash.htm

Research Trends and Results

Promotion of Climate Change Countermeasures using
Sewerage
YAMASHITA Hiromasa , Head; TAJIMA Atsushi , Senior Researcher; SHIGEMURA
Hiroyuki , Senior Researcher; MICHINAKA Atsuko (Dr. Env.), Researcher; OGOSHI
Masashi , Researcher; ONISHI Shohei , Researcher; KAMATANI Satoshi , Guest ResearchEngineer
Wastewater and Sludge Management Division, Water Quality Control Department
Keywords: climate change, biomass energy, dinitrogen oxide, resource circulation
1. Introduction
To promote climate change countermeasures, theWater Quality Control Department is proceeding withstudies on the dissemination and promotion of technology
for reducing GHG emissions by controlling thegeneration of dinitrogen oxide ("N2O"), one of thegreenhouse gases ("GHG") emitted from water treatment
processes and utilizing the biomass resources and energy
available from sewage.

Standard method

Nitrogen removal rate (%)

2. Control of GHG emissions from water
treatment processes
As for the N2O generated by bio-reaction, since there arestill many unclear factors including its development
mechanism, sufficient measures are not taken to control thegeneration of N2O from water treatment processes. Thisdivision, therefore, conducted a survey to grasp the status
of N2O generation at actual sewage treatment facilities, andfound that the N2O conversion rate was low and thatgeneration was controlled at treatment facilities with a highnitrogen removal rate, particularly by MBR method(Figure Fig. 1). As the result of microorganism
community analysis conducted to examine thedevelopment mechanismdeveloping factors, it was foundthat the MBR method successfully keeping kept high theabundance
ratiopercentageofslow-growing
nitrite-oxidizing bacteria high since nitrite-oxidizing
bacteria are retained for a relatively held long period oftime and the design allows for longer A-SRT (time during
which active sludge is under aerobic conditions), which
resulted in sufficient nitrification and control of N2O
generation. Therefore, the possibility was suggested 新that
技術
even a treatment facility that has not adopted the MBRを導method can control N2O generation with an appropriate
入しoperating method, such as longer A-SRT. Since なtheいsurvey so far shows a sudden increase in N2O generation in
the treatment facilities where no Yes
nitrogen is removed,
measures for such phenomena should be sufficiently
considered.

introduction of energy recovery technology is required inlight of the potential of the country’s sewage treatment
facilities.
This division, therefore, formulated guidelines forconsidering the introduction of recycling / energy
recovery technology for sewerage (Fig. 2), andcalculation tools for estimating the effect of introduction
into target treatment facilities, in order to support thedissemination of technologies that effectively use sewage
sludge. These materials are expected to promote thedissemination of technologies that reduce GHG
emissions in sewerage projects.
AO method
Processing methodwith nitrogen
removal (except
MBR method)
MBR method
AMX method

N2O conversion rate (%)

Figure 1: Relationship between Nitrogen
Removal Rate and N2O Conversion Rate byTreatment Method
課
題
IssuesNo
技術面での可能性確認
Checktechnical feasibility

Assumetechnology
to be
導
入 技
術 の 想
定
introduced

NoNo

経 economic
済 性 検証Verifyefficiency

Determinewhether detailed
詳細検討実施の判断
study is required

事業スキームの想定
Assumeproject schemeNo

3. Climatechangecountermeasures byYes
effective use of sewage sludge
In recent years, treatment facilities that introduce
recycling / energy recovery technology (biogas power
generation, solid fuel forming, etc.) using sewage
resources have been increasing, mainly in large cities.
However, since the rate of energy recovery from sewage
sludge as of the end of fiscal 2010 is about 13%, further

必要な手続きの確認
Checknecessary procedures

Table手引きof Contents
Chapter
2: Evaluation of technology introduction
2 章：技術導入の評価
2.1 Project objective and outline of introduction
2.1 事業目標と導入技術の概要
technology
2.2
循環利用技術の導入効果
2.2 Effectof cyclic-use technology introduction
2.3
事業ポテンシャルの確認
2.3 Verificationof project potential
2.4 Example
of potential user evaluation method
2.4
潜在的ユーザの評価方法例
2.5 Possibilityof project collaboration
2.5
事業連携の可能性
2.6 Evaluationof technical feasibility
2.6
技術面での可能性評価
2.7 Reference
2.7
参考図書books
Chapter 3: Project feasibility evaluation
3.1 Project cost estimation method
3 章：事業の実施可能性の評価
3.2 Economic evaluation of technology
3.1
概算事業費の算定方法
3.3 Environmental
assessment
3.2
導入技術の経済生評価
3.4 Determinationof whether detailed study is
3.3 環境評価
required
3.4 詳細検討実施の判断
Chapter 4: Examination for launching project andnecessary procedures
4.1 Examination procedure and schedule
Concept of project scheme
４章4.2：事業化に向けた検討手順と必要な手続き
4.3 Procedures in local government
4.1 検討手順とスケジュール
4.4 Discussion / Coordination with the national
4.2 事業スキームの考え方
government
4.3
自治体内での手続き
4.5 Coordination
with citizens and other concerned
4.4 国との協議・調整事項
parties
4.5
市民等関係者との調整事項
4.7 Role-sharing
4.7 役割分担

Detailed
consideration
詳細検討へ

Figure 2: Guidelines for Considering theIntroduction of Recycling / Energy Recovery
Technology --- Table of Contents and Flow (Draft)A Case of Utilizing Results
Identifying the Emission Factors of Dinitrogen Oxide in Sewage
Treatment Processes and Reflecting Them in Greenhouse Gas Inventory
YAMASHITA Hiromasa , Head; SHIGEMURA Hiroyuki , Senior Researcher; MICHINAKA
Atsuko (Dr. Env.), Researcher; ONISHI Shohei , Researcher; KAWASUMI Ryota ,Researcher
Wastewater and Sludge Management Division, Water Quality Control Department
MATSUHASHI Manabu , Researcher
Wastewater System Division, Water Quality Control Department

1. Introduction
Of the greenhouse gas emissions from sewerage works,
dinitrogen oxide (N2O) accounts for about 10% 1) and,
therefore, needs to be reduced. However, there are twomain issues: one is that the N2O emission factors of sewage
treatment facilities used in the Cabinet Order for the Law
for the Promotion of Measures to Deal with Climate
Change and Greenhouse Gas Inventory are greatly
uncertain due to the variation in measurement data used as
the basis of factor calculation, and the other is that thefactors are unified values and do not vary according totreatment methods, and, therefore, do not reflect the actual
situation. Therefore, in order to promote climate change
countermeasures, we conducted a survey to identify thegeneration of N2O from sewage treatment processes andestimated more accurate emission factors from the study
findings. Moreover, we present an outline of theGreenhouse Gas Inventory that we revised based on thefindings of this study.
2. Survey on N2O emissions and estimation ofemission factors
We conducted 37 field surveys of 18 sewage treatment
facilities in terms of main sewage treatment methods(conventional activated sludge process, circulating
denitrification process, anaerobic-aerobic activatedsludge process, pseudo-anaerobic-aerobic process,anaerobic-aerobic process, OD process, MBR process,etc.). As shown in the Figure, the measured values inmost sewage treatment facilities were lower than thecurrent N2O emission factor of 160 mg-N2O /m3. The
reason for this is that the current N2O emission factor was
calculated as an average for a limited number of data, i.e.
8 cases of data from 5 treatment facilities. Therefore, it
may be overestimated given the extraordinarily highvalue (approx. 1,000 mg-N2O /m3) affected the average.
In this survey as well, a certain number of extraordinarily
high values were measured in the processes without
nitrogen removal, and the average value calculated, 137
mg-N2O /m3, was close to the current N2O emission
factor. In contrast, in the treatment methods with nitrogen
removal, there were no extraordinarily high values
detected and the average was low at 9 mg-N2O /m3. Thus,
the value of the N2O emission factor differed greatly
between treatment with and without nitrogen removal.

N2O emission factor(mgN2O/m3)

Key words: Climate change, dinitrogen oxide, sewage treatment

Current:

Processes without nitrogen Processes with nitrogen
removalremoval- A2O process- Conventional activated- Anaerobic endogenous
sludge process
denitrification process- Anaerobic-aerobic- Step-feed biological nitrogenprocess (AO method)
removal process-

Modified Bardenpho process
MBR process

Figure: Current Values and Estimated Values
from Survey Results
3. Reflection in Greenhouse Gas Inventory
Emission factors according to wastewater treatment
methods were newly developed, as shown in the Table,using the data of this survey and other surveys. 2) In
response to these values, the factors of "N2O Emissions
from Treatment of Household / Commercial Wastewater(Sewage Treatment Facilities)" in the Greenhouse Gas
Inventory were revised 3) and incorporated into Japan's
greenhouse gas emissions reports up to fiscal 2011. We
will continue to work to promote climate change
countermeasures.
Table: Revised N2O Emission Factors in
2)
Sewage Treatment Facilities
Conventional activatedsludge process

Anaerobic-aerobic activatedsludge process

142

29.2

Anaerobic-anoxic-oxic
process
Circulating denitrification
process
11.7

Circulating nitrification
denitrification type
Membrane separation
activated sludge process
0.5(Unit: mgN2O/m3)[Reference]
1) Miyamoto et al, "Collection of Presentations of Studies
on Wastewater Systems," 2010, pp. 155-157.
2) Ministry of the Environment Task Force for Reviewing
Greenhouse Gas Emissions Calculation Method,"Results of Review concerning Greenhouse Gas
Emissions Calculation -- Improvement of the
Calculation Method Used for the Waste Treatment,
March 2013, p. 3.
3) National Greenhouse Gas Inventory Report of Japan,
April 2013.

Research Trends and Results

Air-conditioning Load Retrenching Effects for
Buildings
ASHIE Yasunobu (Dr. Eng.), Head
Environmental and Equipment Standards Division, Building Department(Key words) Water retaining building materials, Evaporation, Heat/water simultaneous transfer
1. What is water-retentive material?
Water-retentive building materials are made ofceramics with fine pores of about 1 – 100 μm.
When water accumulated by watering andprecipitation vaporizes, it is deprived ofvaporization heat, and an increase in thetemperature of water retentive building material
is curbed, which is expected to contribute to
decreasing the cooling load.
2. Heat/moisture simultaneous analysis
The spread parameter of heat/moisture in highporosity materials widely varies according to
the impact of temperature and the water content
ratio. For this reason, we preliminarily
investigated the characteristics of the parametersof water retentive building materials in anexperimental laboratory and have developed acalculation
methodtopredictthemoment-to-moment surface temperatures andevaporation
volumesbyheat/moisture
simultaneous analysis.
We also applied water to test samples insummer and observed the surface temperature(Figure 1). In order to corroborate the validityof analysis, the comparison between forecast
calculations and observation results is illustrated
in Figure 2. The surface temperature decreased
to 40℃ from 70 ℃ by watering at noon on
August 17, although it had been fine since thefollowing day, showing the temperature
increase being curbed.
3. Air-conditioning load reduction effects
In air-conditioning load calculations, water
retentive building materials usually have notbeen dealt with. In this regard, we newly
incorporated a heat/moisture simultaneoustransfer model into air-conditioning load
calculations for buildings and examined
installation effects of water retentive building
materials.
The annual air-conditioning load calculation

result of a factory (floor area: 1,000m2, roof
insulation: 50mm) is indicated in Figure 3. Thisillustrates the fact that the cooling load andheating load have been reduced in each area ofTokyo, Osaka, and Naha owing to theconstruction of water retentive roofs. Since thewater retentive building material decreases its
surface temperature, it is effective forcountermeasures against the heat island effect inthe summer season and reduction in the coolingload. In addition, due to the function of theeffect of heat resistance, it also is consideredeffective for reducing the heating load.
[Reference]
1) Ashie, et. al.: Japan Architectural
Environmental Group Collection of Papers
2) Asie, et. al.: Collection of Academic Papersof the Convention of Society ofAir-conditioning and Sanitary Engineers ofJapan

Figure 1: Watering to experimental sample of water
retentive building material

Surface temperature (℃)

Watering

Date
Chart 2: Comparison between calculation andobservation

Chart 3: Air-conditioning load calculation results of factory

Watering

Research Trends and Results

Development of Estimation Method for Energy
Saving Technique of Residential Envelope Design
MIURA Hisashi (Ph.D.), Senior Researcher
AKAMINE Yoshihiko (Ph.D.), Researcher
Residential Environment Planning Division, Housing Department(Key words) House, Energy Saving, Envelope Design, Estimation Method, Building Energy Standard
1. Revised Building Energy Standard
The Building Energy Standard for residential houses
was revised in 2013, and the energy performance of abuilding changed to be represented by Design Primary
Energy Consumption. In the standard prior to the revision,
insulating performance and solar shading performance
were only evaluated as the envelope performance. By thisrevision, envelope performance changed to be able to beevaluated based on heating and cooling loads (Figure 1).
This change of the index gives a structure allowing
flexible evaluation of the rise of the solar radiation heatacquisition rate, such as improvements of windows, therise of heat storage performance such as utilization of
concrete blocks and earthen walls, cross-ventilation
performance in summer and the middle season, etc.
2. Revised Building Energy Standard
Since the standard prior to the revision mainly
evaluated insulating performance and solar shading
performance, the evaluation of insulating and solar
shading techniques can be said to be sufficient, such as
insulating reinforcement for heat bridges, utilization ofeaves and characteristics of solar shading of various typesof glass, i.e. low-e glass. However, the techniques toimprove solar radiation heat acquisition performance andthermal storage performance are still not evaluatedsufficiently in the revised standard. Therefore, NILIM
started a research project named Research on Evaluation
Method of Energy Saving Techniques corresponding toLocal Home Building Techniques, of which the research
period is from 2013 to 2015. In this project, theestimation methods for envelope energy saving
techniques which have not hitherto been evaluatedsufficiently will be developed. From the techniques
discussed in the project, the examples about the solar
control techniques are shown in Figure 2.
3. Development of Simple Evaluation Methods
The solar radiation heat acquisition rate ( value) as
the index for the performance of openings changes hour
to hour depending on the sun’s position. This  value canbe calculated theoretically taking into account the type of
the attached materials such as blinds, the direction of thewindow and its construction location and so on, but it is
not realistic that designers calculate this index because

this calculation is too complex. Therefore, we aredeveloping simplified evaluation methods for  values
and other indices.
4. Utilization of Research Results in the Standard
This report introduced the research implemented by
NILIM relating to the development of evaluation
methods for envelope performance of residential houses.
The research results will be utilized in the documents
and online programs1,2 as the calculation methods for thedesigned primary energy consumption.

Figure 1 Structure of Evaluation for Envelope
Performance in Revised Building Energy Standard

Figure 2 Example of Energy Saving Techniques(Evaluation Methods Developed in NILIM Project)[References]
1) Technical Note of NILIM No.701 Relevant Materials for
Certification Standards of Low-Carbon Buildings(Promulgated in Dec. 2012) – Manual of Program forPrimary Energy Consumption in Houses –2) Technical Information of Building Energy Standards andCertification Standards of Low-Carbon Buildings (Building
Research Institute (Cooperated by NILIM))
http://www.kenken.go.jp/becc/house.html
3) Ministry of Land, Infrastructure, Transport and Tourism,
Information about Revised Building Energy Saving
Standards
http://www.mlit.go.jp/jutakukentiku/build/jutakukentiku_ho
use_tk4_000005.html

Research Trends and Results

Wireless Power Supply Technology for Running
Vehicles: Experiment Using a Model Vehicle
OBARA Hiroshi, Senior Researcher
TANIGUCHI Hisatoshi, Researcher, (Ph.D. Information
Information Technology Division, Research Center for Advanced Information Technology(keyword) electric vehicle, non-contact power supply, electricity supply in running state
1. Studies on wireless power supply

by doing so, we identified a set of essential factors for

The NILIM has been working, in partnership withwirelessly supplying power for a running vehicle. At

Tokyo University, on developing and testing a

ITS World Congress Tokyo 2013, we presented ourtechnology that realizes power supply and battery

experiment as well as its result.

charging for running electric vehicles. Until last year,
our focus was to conduct some basic testing, such as
electricity transfer over a big gap, and supplying
electricity in a large area with an asymmetrical powertransmission and reception unit, to identify the
essential elements to achieve this goal. Using a power

2. The Challenges: from bulb to motor
Transferring electricity to a bulb, as seen in our
experiments last year, is a favourable condition for
wireless power supply using magnetic field resonance.
With light bulbs, load is consistent, and the most of theenergy is turned into heat and light, not returning to thetransmission and reception unit, 35cm in diameter, we

power source. On the other hand, with electric vehicles,

have successfully transferred electricity over an

the load varies depending on conditions like theapproximately 80cm gap, which simulates the distancedriver’s control and the amount of power stored in thewhen transferring the power on an actual road.

battery. This is a critical issue in achieving wirelessAnother test using a model vehicle with a bulb

power transfer with a magnetic field resonance system,

attached has also proved it possible to supply power

resulting in situations like not being able to transfer

continuously, over 3m in distance, by employing

electricity at all, or unexpected voltages applied to thetransmission and reception units with different sizes

storage battery.

and shapes. (See Photo 1)

Many of the wireless power supply devices
currently in development for commercial use are forparked vehicles, and maintain optimal charging
conditions by passing load status information from thevehicle to the power transmission unit. However, thismethod is not valid when the vehicles are running. We
at The NILIM have achieved wireless electricity
supply for a running model vehicle, by implementing acontrol circuit where both the power source and thereceiver automatically maintain optimal conditions.

Photo 1 Experiment using a model vehicle
This year, we built a system where a model vehicle
can run continuously using transferred electricity, and,(See Photo 2)

Research Trends and Results

Photo 2 Experiment on power supply for a runningvehicleIn Photo 2, you can see that the red graph,
representing charging status, increases at the power
supply point (where the car is, in the photograph),
indicating that the battery is successfully charged
while the model vehicle is running.
3. Supplying electricity for running vehicles
The

test

with

the

model

confirms

whichtechnologies are required in order to supply electricity
for running vehicles. However, it is still essential totest at higher levels of electrical power, in order toapply these results to real electric vehicles. Thus, ournext step is to progress further with technicalverification, aiming for a life-sized experiment andtesting with greater power.

Research Trends and Results

Using the energy of plant waste from cities
YAMAGISHI Yutaka, Senior Researcher
SONE Naoyuki, Researcher
KURIHARA Masao, Head
Landscape and Ecology Division, Road Department(Key words) Biomass, plant waste, energy use, storage
1. Introduction
One low carbon city creation policy is the use ofpruned branches and mowed grass etc. from greenparks and roadside trees, etc. (below called, “plant
waste from cities”) as sources of energy. However,while plant waste from cities has been chipped for use
as fertilizer or materials as part of green recycling, it
has rarely been used to supply energy. In response tothese background circumstances, the Landscape andEcology Division has been conducting “research on
the use of local production for local consumption typereusable energy in cities” since FY2012. This reportintroduces the potentiality of the use of plant wastefrom cities as an energy source based on the results ofthese researches.
2. Plant waste from cities
According to “Concerning the Present State andRoadmap for Biomass Utilization Technology” in the“Biomass Commercialization Strategy” prepared in
September 2012 by the Biomass Utilization Promotion
Committee concerning the use of this energy, its
practical use is possible now (2012) and in about 5
years (about 2017), and that source materials will
include woody material and grassy plants.
Standards for the use of woody biomass as fuelinclude the Proposed Guideline to Fuel Use Chip
Quality Standards of Iwate Prefecture, which is a local
government that makes advanced use of woody
biomass, Wooden Chip Quality Standards of the
National Wood Chip Industry Federation, and thewood pellet quality standards enacted by the Japan
Wood Pellet Association in harmony with the EN
Standards for Non-industrial Use Wooden Pellets
enacted jointly by 28 countries of Europe in 2010.
Comparing the characteristics of plant waste from
cities as a fuel with these standards shows that
immediately after pruning and mowing, the moisture
content of the pruned branches and mowed grass ishigh. And measurements of the ash content of theleaves of the pruned trees and of the mowed grassshow that it is higher than the standard levels, and thatthe contents of sulfur (S), nitrogen (N), and chlorine(Cl) are also higher than the standard values.

3. Future development and use of the results
Presumably pruned branches without leaves contain alot of tree bark, but it is believed that it will bepossible to use energy just like normal wood. So a
study is being made of a process in which immediately
after branches are pruned, their moisture content islowered to prevent decay or fermentation, then they
are stored and later used as energy.
And trial calculations of the quantity produced in
two districts in Japan are being done, including, notonly plant waste produced in cities by the maintenanceof public works such as rivers, roads, parks, etc., butalso other woody biomass such as construction waste,
and surplus forest material. (See the figure).
And present technology studies concerning thepossibility of using energy of small-scale parks etc.
dispersed plant waste from cities, and including theresults of the above study, will be summarized in the
document, Technology Document Concerning
Methods of Using Energy of Plant Waste from Cities
that will be released as a TECHNICAL NOTE of
NILIM.

Photo. Use of Branches Pruned from Park Trees to Heat
Park Facilities(Oi Pier Central Seashore Park: Tokyo)(Left: Chip dryer using solar heat, right: boiler)

Figure Quantity of Usable Wooden Biomass around
Showa Memorial Park (Trial Calculation)

Research Trends and Results

Calculating quantity of CO2 fixation by urban trees
applying 3-dimensional measurements
KURIHARA Masao, Head
TAKEDA Yuko, Senior Researcher
Landscape and Ecology Division, Road Department(Key words) Urban trees, CO2, 3-dimensional measurement
1. Introduction
According to the IPCC, there is no room to doubt
global warming, the major cause is the rise of the CO2
density in the atmosphere, and there is an almost
proportional relationship between the cumulative
quantity of CO2 emitted and the rise of the average airtemperature.
Combining measures to reduce or restrict emissions
to curtail CO2 is an absorption source measure. Trees
grow by fixing CO2, so the Kyoto Protocol includes amechanism which can withdraw the quantity of CO2
absorbed from the quantity emitted by forests andgreen belts which satisfy specified standards, and theMinistry of Land, Infrastructure, Transport andTourism coordinates the quantity of CO2 fixed by the
restoration of vegetation such as urban greenery. Japanis not participating in the second commitment periodof the Kyoto Protocol, but must continue to reduce
quantities in order to establish a new internationalframework.

Figure 1. Measurementof Tree Shape

2. Purpose of the research
It is known that the carbon (C) content of trees is about
50% of dry weight of the woody part regardless of thespecies, so it is possible to estimate the quantity of CO2that a tree fixes based on the dry weight of the woody part.
The speed of growth and density of trees vary between
species, so it is possible to calculate the CO2 fixation of
any tree species by investigating the dry weights ofvarious species at various ages. Until now, the NILIM
has cut down trees and measured their volume and weight
to calculate the CO2 fixation quantities of camphor tree
(Cinnamomum camphora),bamboo-leakoak(Quercus myrsinaefolia), Japanese zelkova (Zelkova
serrata), and gingko (gingko biloba), and others. But,
because this loses valuable tree resources and the cutting
etc. is time-consuming and costly, this research wasintended to establish a CO2 fixation quantity calculation
formula for many species of trees by non-destructively
and efficiently estimating the dry weight of trees without
cutting them down.

View of the measurement

3. Three-dimensional measurement of tree shapes
A three-dimensional laser scanner, which is an
instrument which performs non-contact 3D geotagging

Figure 2. Processingof
測定手法：三次元レーザースキャナー
Preparing トウカエデ
the 3D Modelマ①スキャニングデータ[1]
Scanning data

Reference point (target)■ Result of synthesizing point group data measured from multiple
locations■複数箇所から測定した点群データを、合成した状態。
Because color (RGB values) information is attached to the
点には色(RGB値)情報が付加されるので、カラーで表現されていpoints, it is represented by color.
る。

■複数箇所から測定した点群
点には色(RGB値)情報がる。

[2]②不要点除去後
Unnecessary points removal method■ Result of removing unnecessary points
Result of removing unnecessary points of leaves before■不要点を除去した状態。
shedding,
overlapping fine branches, and multiple locations of
落葉前の葉，微細な枝の重なり，風による測定点の重複箇所等
measurement points caused by the wind.
の不要点を除去した状態。

of the surface shape of [3] Three-dimensional modelan object, is used tomeasure disaster sites
orcomplexcivil
engineering structures,
traces, etc. This method
is used to estimate thevolume of a tree tocalculate its dry weightby finding the product of the volume and air-dried
specific gravity of a sample.
To verify this method, dry weight A calculated byweighing and the dry weight B found by cutting a tree,
removing its leaves, then measuring it were compared.
In the future, the number of tree species will be■不要点を除去した状態。
常緑樹の葉，微細な枝のの不要点を除去した状態。

③三次元モデル■ Three-dimensional model
Results of building a surface on the point-group data after■三次元モデルremovalof unnecessary points
不要点除去後の点群データに面を構築した状態。

Figure 3. Dry Weight Calculation Methods
Calculating B

Calculating A[1] Measured immediately after tree
is cutVolume[1] Estimated from the 3D model

Overall weight

Dry specificgravity[2] Dry specific gravity of sample,
existing document[2] Party dry specific gravity ofPartly dry
specific gravity sample(Partly dry specific gravity = dry weight ofsample/partly dry weight)(Dry specific gravity = dry weight ofsample/volume of sample)

Dry weight ofwoody part＝①×②

Dry weight ofwoody part＝①×②

■三次元モデル
不要点除去後の点群デー

Research Trends and Results
increased and the precision verified, to calculate thequantity of CO2 fixed within an error of 10%.
[Sources]
Landscape and Ecology Division web page:Calculation of quantity of CO2 fixed by urban trees
http://www.nilim.go.jp/lab/ddg/naiyo/co2/co2.html

Research Trends and Results

Improving methods of predicting change of emissionsof carbon dioxide from automobiles as roads open forservice
KADOYU Katsunori, Head
OGAWA Tomohiro, Senior Researcher
NAGAHAMA Yosuke, Researcher
Road Environment Division, Road Department(Key words) Road, carbon dioxide, technical method of evaluating road environment impact
1. Introduction
The development of methods of predicting changeof greenhouse effect gas emissions accompanying
road projects has, until now, been done by various
administrative bodies and research institutes insideand outside of Japan, but, a standard method which aroad builder can practically apply at the road plan
study stage has not been established.
So studies have been carried out to complete
knowledge concerning the range of the impact ofchanges of traffic flow and of the emissions of carbon
dioxide (below, “CO2”) when a new road opens totraffic, and to overcome challenges to improving
methods of predicting the range of such impacts.
2. Study method
Fifteen actual road plans (5 cases each of bypass,
expressway, and ring road projects) were used to trial
calculate change of traffic volume, traveling speed,
and CO2 emissions caused by the opening of a newroad to service and to analyze the state of thesechanges, based on the CO2 emission coefficient by
estimated traffic volume and by travel speed.
Figure 1. Distribution of Change of CO2 on the New
Road and Surrounding Roads (Example of a bypass road,yellow shows the project location)
ChangeCO2CO2of変化

National highway
国道 145 145
号
National highway
国道 17 17号

35km range
Change of CO2 emissions
Reduced more than 10%
Reduced 5 to 10%
Reduced 2 to 5%
Changed from -2 to 2%
Increased 2 to 5%
Increased 5 to 10%
Increased more than 10%

Figure 2. Distribution of Change of CO2 on the New
Road and Surrounding Roads (Example of a ring road,yellow shows the project location)
ChangeCO
2 変化 of CO2

Change of CO2 emissions
Reduced more than 10%
Reduced 5 to 10%
Reduced 2 to 5%
Changed from -2 to 2%
Increased 2 to 5%
Increased 5 to 10%
Increased more than 10%
Road network

3. Results of the study
Figure 1 and Figure 2 show examples of the change
of CO2 emissions accompanying the change of traffic
volume on the new road and on surrounding roads.
They show that while the traffic volume increaseson the new road and sections at each end, on multiple
roads parallel to the new road, the traffic volume falls
accompanied by a decline of CO2 emissions. As aresult of analyzing such changes in traffic volume andCO2 emission in detail, the following were obtained as
criteria for the range of the evaluation of the newroads.

National
国道
292 号highway 292

Bypass:for 10km of improved road, areal range of about 30
to 40km
Expressway: areal range on the inside of a distance of 50km or
more. It is also effective to narrow the focus toexpressways and national highways.
Ring road: wide areal area such as an entire regional block.

Research Trends and Results
But in the future, the criteria must be verified bycomparison with actual changes caused by the openingof a new road.
4. Summary
The successful results and knowledge provided by
the study will be further verified in the future, and willcontribute to the building of a method of predicting
CO2 emissions of road projects.

Research Trends and Results

Clarifying the future roadside environmental load
reduction effects of the penetration of next-generation
vehiclesKADOYU Katsunori, Head
OGAWA Tomohiro, Senior Researcher
NAGAHAMA Yosuke, Researcher
Road Environment Division, Road Department(Key words) Next-generation vehicles, carbon dioxide, roadside environmental load
1. Introduction
Cargo vehicles produce 34% of all CO2 emissions
from the transport sector1), and it is important tointroduce cargo vehicle environmental loadcountermeasures. This research trial calculated thefuture roadside environmental load reduction effectsof the penetration of next-generation vehicles.

Figure 1. Trial Calculation Procedure
Survey of ordinary traffic volume by the 2010 road census (estimated future volume)
Traffic volume by section, by vehicle type, by inbound/outbound,
By section, by section lengthand by time period
Q-V formula
Traveling speed by section, by inbound/outbound, bytime period

CO2 emission factor

2. Trial calculation conditions
The table presents an outline of the trial calculation
conditions. In addition, traffic volume, traveling speed,
next-generation vehicle penetration rate and CO2
emission factor were set with reference to source
documents2)3)4)5)6)7).

4. Summary
The trial calculation clearly shows that even amongcargo vehicles, it is important to promote measures tospread the use of next generation vehicles as heavy
vehicles in particular.
Table. Outline of Trial Calculation Conditions
Items

Settings

Object of calculation Carbon dioxide (CO2)
Calculation period

2010, 2020, 2030, 2040, 2050

Calculation range

Sections where normal traffic volumes are surveyed during the roadtraffic census

Next-generation
Hybrid vehicles, plug-in hybrid vehicles, electric vehicles, fuel cellvehicles considered vehicles, clean diesel vehicles, gasoline vehicles
Zero: (penetration rate same as in 2010)
Level of penetration
Low: (case where penetration rate is estimated as low)of next-generation
Medium: (average penetration rate)
vehiclesHigh: (case where penetration rate is estimated as high)CO2 emission factor by section, by
inbound/outbound, by time period

CO2 emissions by section, by inbound/outbound, by vehicle type, and by time period
Totaled by section, inbound/outbound,vehicle type and time period

Total CO2 emissions in the ordinary traffic survey sections of the road traffic census

Figure 2. Trial Calculation of CO2 Emissions(Penetration level: high)200,000
CO2 emissions (1,000t-CO2/year)

3. Trial calculation results
As a result of the trial calculation of CO2 emissions
by the procedure shown in Figure 1, the CO2
emissions in 2050 were calculated as 45% lower thanin 2010. At this time, CO2 emissions by small-sized
vehicles and heavy vehicles are almost equal, but
because the penetration rate of large next-generation
vehicles will be lower than that of small-sized
next-generation vehicles, the trial calculation revealed
that in 2050, heavy vehicles will emit between 60%
and 70% of all CO2 (Fig. 2).

Vehicle-kilometers traveled by section, by
inbound/outbound, by time period

Heavyvehicles
大型車

Small-sized小型車
vehicles

150,000

100,000

50,000

0
2010

2020

2030

2040

2050

[Sources]
1) Ministry of Land, Infrastructure, Transport and Tourism web site: Carbon
dioxide emissions by the transport sector, http://www.mlit.go.jp/
2) Ministry of Land, Infrastructure, Transport and Tourism, Study Committee
on Future Traffic Demand Estimation on Roads: Estimation of future traffic
demand, 2008
3) Central Environment Council: Report on countermeasures and policies
beginning in 2013, 20124) M. Dohi et. al.: TECHNICAL NOTE of NILIM, No. 671, Grounds for the
calculation of the automobile emission coefficient used to evaluate roadenvironment impacts, etc. (2010 Edition), 20125) K. Matsuhashi, Measures to achieve medium to long term sharp reductionof CO2 emissions in the transport sector, Global Environment, 12, pp. 179 –
189, 2007
6) Next-generation Vehicle Penetration Strategy Committee: Next-generation
vehicle penetration strategy, 20097) Metropolitan Tokyo: Automobile Management Plan Preparation Handbook,2011Research Trends and Results

Proposal for Enhancing River Environment
Management
FUKUHAMA Masaya, Research Coordinator for Water Environment, River Department
HATTORI Atsushi (D.Eng.), Head; NAKAMURA Keigo (D.Eng.), Senior Researcher; SUZUKI
Hiroyuki, Researcher; MAEDA Yoshiyuki (Dr. Agr.), Guest Research Engineer
River Division, River Department
Keywords: river environment, management, Ecological niche model

1. Maximizing the information on riverenvironment
In realizing the conservation and restoration of abeautiful and natural river environment, basic riverenvironment information is mainly obtained from thebiological surveys, called the National Census of theRiver Environment ("Census"), which is conducted every
5 years. A river environment information map iscreated by summarizing the Census data in a map. Suchinformation has become available this decade andaccordingly basic knowledge of the conditions of riverenvironments in Japan has been increased. Therefore,
efforts should be made to utilize such information andknowledge in the practical river management, with theaim of enhancing the effectiveness of management.
2. Issuesinpracticing
environmental
management and solutions
Generally, management consists of four items:
monitoring and evaluating conditions, improvement
measures, and target setting. As a result of applying thisto the management of a river environment, issues andsolutions in each item are considered as follows.
○ Issue 1 <Monitoring the conditions> Measuring the
distribution / amount of habitat
In river environment management, not only living
things but their habitats are generally taken into
consideration. Particularly, for what regards river
channel topography and vegetation, a good balance offlood control conditions, such as discharge capacity, andenvironmental conditions, such as good habitats, isneeded, and is one of the targets in practical management.
For what regards physical habitats, neither amechanism nor a survey method for periodicallycollecting data has been established, as in the Census, e.g.,
distribution or amount (e.g. area) of rapids and pools
essential for fishes. For this reason, it is necessary toestablish a mechanism for obtaining habitat data
periodically.
○ Issue 2 <Evaluating of the conditions> Evaluating
habitat quality
The quality of a habitat is evaluated by checking the
inhabitation of living things under the Census against thecondition of the habitat. Since the Census is conductedin typical areas, a method is required to evaluate thecondition of habitats in other areas.
○ Issue 3 <Improvement measures> Providing technicalinformation on improvements / management
For the river segments under the control of the national

government, technical information as to what approach isappropriate or should be avoided for eco-friendly river
improvement / management is lacking. It may require
steady efforts, but it is necessary to focus on collecting
existing data for the locations improved as part ofactivities in Issue 1, and provide the obtained
information.
○ Issue 4 <Target setting> Need further discussion
Many discussions have been made on setting targets
but not yet reached a conclusion. Therefore, practicalmeasures should be continued in order to maintain or
improve the present situation for the time being.
3. Development of habitat evaluation methods
The NILIM, in collaboration with the MLIT, Regional
Development Bureaus, and Public Works ResearchInstitute, has been studying the aforementioned issues
since last fiscal year. To represent our study, thefollowing describes Issue 2. For Issue 2, studies areunderway on the application of an approach (ecologicalniche model) for evaluating, based on habitat information,
the appropriateness of a habitat as probable habitat for acertain type of organism (indicator species). This issue
was studied using Census data on fishes and physicalenvironment data on 1 km sections plotted in 2006 for therivers under the direct control of the national government(Figure).
In the future, we will also study practical measures for
Issue 2, using this kind of models.
Upstream

Midstream (2)Midstream (1)Nephropidae habitat probability(present condition)

Check status (Nephropidae - 2005)○ Present
 Not present

Figure: Example of Habitat Potential
Evaluation with Ecological Niche ModelResearch Trends and Results

Study on Maintenance Flow Rate Setting Procedure
for Rivers in Mountainous Area
KAWASAKI Masaki , Head; OTANI Amane , Researcher
Water Cycle Division, River Department
Keywords: renewable energy, small scale hydropower, rivers in mountainous area, river maintenance flow rate

2. Study method
This study is surveying, as model rivers, 4 rivers where
small scale hydropower systems have been introduced.
The study items have been limited to two considering thecharacteristics of rivers in mountainous area, i.e. impact
of water intake on the habitats of living things and impact
on landscape.
(1) Impact of water intake on habitats
By classifying the components of river channels inmountainous areas into step pool channels, cascadechannels, and riffle-pool channels, and defining each ofthem, the effect of flow rate decrease on habitats was
examined for each component of the targeted river
channels. Considering that maintaining the habitats isimportant to reducing the impact of water intake on living
things and that no significant changes in physical quantity
including depth, velocity, water surface area, and watertemperature is important for maintenance, we did anhydrologic accounting by modeling each component of
the river channel and estimated what changes thedecrease in flow rate could cause to such physicalquantities (Figure).
Cross-section F (Step)
Cross-section E (Pool)
Cross-section D (Pool)

Water depth H (m)1. Background of study
The development of renewable energy is attracting
attention after the power supply shortage that followed
the Great East Japan Earthquake. Since a fixed pricepurchasing system for renewable energy started in 2012,
the purchase price of renewable energy has been rising.
For small scale hydropower, one of the renewableenergies, revisions to the River Law in 2013 allow
providers to register instead of requiring permission for
subordinate power generation using the existing water
utilization system since it is not expected to have new
impacts on river environments, etc. As a result,application documents and procedures were simplified
and the period required to obtain water rights was
significantly shortened.1)
In the case of new water intake, it is still required todetermine the river maintenance flow rate inconsideration of the impact on the river environment, etc.
However, for rivers in mountainous areas where small
scale hydropower is likely to be introduced, it would
require much time and effort to set the river maintenanceflow rate in the conventional manner since there is little
data or knowledge necessary for setting the rate.
Therefore, this study aims to facilitate water utilization
procedures for small scale hydropower by establishing asuitable and simple approach for setting river
maintenance flow rate for rives in mountainous areas.

Cross-section C (Pool)

Drought water discharge

Cross-section C (Pool)
Cross-section D (Pool)
Cross-section E (Pool)
Cross-section F (Step)

Flow rate Q (m3/s)

Figure: Example of Site and Hydrologic
Accounting(2) Changes in the landscape of rivers inmountainous area due to water intake
From past studies, it was found that people perceive agreater "amount of water" in areas whitened by ruffledwaves caused by a drop or otherwise in the stream.
Therefore, we conducted an experiment on landscapepreferences to study how people perceive the "amount ofwater" with photos taken of an actual river with the flowrate reduced in stages using a pump, and analyzed
correlations between the "perceived amount of water,"scale of ruffled waves, and various quantities of river.
3. Future plan
Based on the results of this study, we plan to propose areasonable method for setting flow rate for river
maintenance in mountainous area, and verify theapplicability thereof through case studies.
[Reference]
1) MLIT website
http://www.mlit.go.jp/river/riyou/syosuiryoku/index.html

Research Trends and Results
Maintenance of Good Water Environments by Wastewater
Treatment and Evaluation of Sustainable Wastewater Treatment
Methods
YAMASHITA Hiromasa, Head; TAJIMA Atsushi, Senior Researcher; SHIGEMURA Hiroyuki,
Senior Researcher; OGOSHI Masashi (D.Eng.), Researcher; FUJII Tsuyako, Researcher;
HAMADA Tomoyuki, Researcher
Wastewater and Sludge Management Division, Water Quality Control Department
Keywords: coliform count, coliform group count, energy consumption, nitrogen removal, reclaimed wastewater

1. Introduction
Sewage systems greatly contribute to the maintenanceof a good water environment, and for that purpose, theremoval of harmful microorganisms, organic matter andnutrient salts in sewage is important. Moreover, efforts to
reduce energy consumption related to wastewater
treatment are important for achieving a sustainable
environment. This division is conducting research andstudies from various viewpoints into the maintenance of agood water environment by wastewater treatment.
2. Study on introducing new hygienic indexes
to wastewater treatment facilities"Coliform group count" has been used as anenvironmental standard for water quality and as ahygienic index for final effluent from wastewater
treatment facilities since it allows for easy andcost-saving measurement. However, its validity as anindex of fecal contamination is pointed out to be low
mainly because of contained bacteria of soil origin. At
present, surveys and studies on reference values areproceeding in order to change the index used in theenvironmental standard for water quality from a roughcoliform count to measurable E.coli count." Therefore,
the need is growing for studies into changing the index toE.coli count also for effluent

Photo: Appearance of Coliform Colonies(Blue: E.coli count, Red: Coliform group count(except E.coli))
The NILIM is conducting a survey to grasp the E.coli
count in effluent, variations thereof by season and time ofday, the effect on measurement values due to the difference
among multiple measurement methods, etc. The survey
has so far revealed variations in the measured E.coli countaccording to the measuring method used for final effluent.
Variations according to seasons or time of day were notclearly seen. These results are to be utilized to study themethods for measuring E.coli count.
3. Study on reduction of energy consumption
related to nitrogen removal
Since energy efficiency in nitrogen removal is low insmall-scale wastewater treatment facilities, we studied
whether energy consumption could be reduced in thewhole drainage basin by integrating the pollution load
removal and associated energy consumption of multiple
wastewater treatment facilities in the same basin into alarge-scale wastewater treatment facilities. Using the
Sewage Statistics in Japan (note), we organized therelationship between energy consumption (kL/day),obtained by converting into quantity of heavy oil fromelectric power used in wastewater treatment facilities forwater treatment, and the nitrogen removal load (tN/day).
And we developed formula showing the relationshipbetween the nitrogen removal load (tN/day) and theenergy consumption (kL/tN) per unit removal amount,since energy efficiency changes according to the scale ofthe facilities. With this formula, we calculated energy
consumption in five small and large treatment facilities in
the model drainage basin, and studied whether it ispossible to reduce energy consumption while ensuring
the amount of removal by concentrating nitrogen
treatment in a large facility. As the result, it wasestimated possible to reduce 16% of the energy
consumption required for water treatment in the whole
drainage basin.
4. Evaluation of energy consumption related toreclaimed wastewater supply
Reclaimed wastewater from sewage is a valuable water
resource available even in times of drought. Since theutilization of reclaimed wastewater needs to consider
energy consumption, we are studying reclaimed
wastewater processes that minimize energy consumption.
So far, we have found that, when a large amount ofenergy is consumed to convey reclaimed wastewater,
there is room to reduce consumption by screening supply
areas. We are proceeding to evaluate energy consumption
and life cycle CO2 assessment related to reclaimed
wastewater supply.
[Reference]"2009 Sewage Statistics in Japan", Japan Sewage Works
Association, June 2011

Research Trends and Results

Possibility of restoring eelgrass (Zostera marina)
beds in Miyako Bay damaged by the Great East Japan
Earthquake
OKADA Tomonari, Head (Dr. Eng)
Marine Environment Division, Coastal Marine and Disaster Prevention Department(Key words) Great East Japan Earthquake, tsunami, zostera marina, sediment, particle-size distribution, Miyako Bay
1. Introduction
The tsunami triggered by the Great East Japan
Earthquake of March 11, 2011 destroyed a lot of
eelgrass (Zostera marina) (Photo) growing in sand.
Eelgrass beds, which are called the cradles of the sea,
are one of the foundations of coastal ecosystems, as
they function as spawning grounds for fish andhabitats for fry, and their destruction severely impacts
coastal ecosystems. This research was conducted in
the head of Miyako Bay, where eelgrass beds had
formed before the earthquake, to clarify the state ofeelgrass and sediments, and to learn if it will bepossible to restore the eelgrass beds in the future.
2. Method
A survey was done focusing on grain size, which isa condition for the breeding and growth of eelgrassthat can be greatly changed by a tsunami. In October
2012, the state of distribution of eelgrass was clarified
and sediments were sampled at 120 points in the headof Miyako Bay. And to learn the transport routes of
eelgrass seedlings, a three-dimensional model wasused to calculate the currents inside the bay.

and Odanohama from Takahama, and Kobori. The
direction of the flow is the same in every season, so
similar advection currents can be counted on to occurin every season.
4. Perspectives of future monitoring
This survey reveals that many places with sedimentconditions suitable for use as habitats by eelgrass
remain. We wish to continue monitoring in
anticipation of the small scale eelgrass beds which
remain steadily expanding a little at a time into theirsurroundings and the eelgrass beds confirmed to bedense communities acting as supply sources restoring
eelgrass beds over a wide area.

35
00

30
00
3. Results
25
There were places behind the breakwater at
00
Takahama and at the inlet behind the peninsula on the
20
Photo. Eeelgrass in Miyako Bay
east side where eelgrass was found in dense or open
00
communities (see Figure). This is assumed to be a
15
Figure. Residual Current (Autumn) and
00
result of the shadow of port structures or the peninsula
Eelgrass Distribution
preventing their destruction by the tsunami.
1039.60500
The sediment at these locations was evaluated for its
suitability as the habitat of eelgrass based on its 50
Takahama
高浜
小田ノ浜
Odanohamaparticle-size distribution. The sediment between Kobori, 0
Hanokihama
葉ノ木浜
and Horiuchi, at Takahama, at Kamagasawa, and0Hachinokihama
八ノ木浜
Akamae, where either dense or open communities of
39.5950Horiuchieelgrass was confirmed, had particle-size distribution
堀内
Kanehama
金浜
suitable for the breeding and growth of eelgrass.
Density of eelgrass
10
Kobori小堀
And the figure is an example of a map prepared by00
密生than 50%
more
50
– 25%
疎生
Kamagasawa
superimposing the distribution of eelgrass whichless
釜ケ沢
点生than 25%
None無し
Akamae赤前
survives on the results of calculating the tidal residual
2039.585141.945141.965
141.975
00 141.955
current of the surface layer in the head of the bay in[Sources]the autumn. The eelgrass in Takahama and Kobori are30
T. Okada, et. al. (3 more) (2013):
00 Sediment conditions
upstream of the flow, which means that seeds can beandeelgrass(Zosteramarina)in Miyako Bay, Octobercounted on to move to Hachinokihama, Hanokihama,
2012, TECHNICAL NOTE of NILIM 752, 11p

Research Trends and Results

Study to achieve more prioritized and efficientenvironmental conservation measures for plants andanimals in road projects
INOUE Ryoji, Senior Researcher, KADOYU Katsunori, Head, KANDA Mayumi, Researcher
Road Environment Division, Road Department
UENO Yusuke, Researcher, KURIHARA, Masao, Head
Landscape and Ecology Division, Road Department(Key words) Environmental conservation measure, road project, raptors, environmental impact assessment
1. Introduction
During road projects, a variety of environmental
conservation measures are taken to avoid, mitigate, orcompensate for the project’s impacts on rare plants
and animals. These include the following measures of
unconfirmed effectiveness which are taken by roadprojects while hearing the opinions of local experts.
 Showing concern for raptors during works
 Transplanting vegetation
 Relocating amphibian species
The Environmental Impact Assessment Law
obligates surveys (post-project surveys) when
implementing environmental conservation measures of
uncertain effectiveness (below called, “uncertain
measures”). And the preparation and release of thereport will, under the revision of the Environmental
Impact Assessment Law, be obligated beginning withproject submitting an environmental impact statementin April 2013.
This paper discusses present conditions focusedparticularly on showing concern for raptors during
works, and introduces the state of studies conducted toachieve prioritized and efficient environmental
conservation measures.
2. Present state of consideration for raptors during
work
Protection of raptors is presented in Methods ofProtecting Raptors (Enacted in August 1996, revised
December 2012) from the Ministry of theEnvironment. And the Supplement (TECHNICALNOTE of NILIM No. 721) to the Environment Impact
Assessent Technique for Road Project(ditto No. 714),
explains the method of assessing the environmental
impact on raptors and countermeasure examples. As
part of every road project, based on these documents,
nesting locations and the state of propagation are
surveyed at the same time as a variety ofcountermeasures are studied and executed.
Around nesting locations, work is often done so as
to avoid the nesting period (generally spring to earlysummer) but, when for example, the nesting location
is visually monitored and anything abnormal isobserved while the work is executed, actions are taken
in response, including studying the temporary
suspension of the work.
Almost all of the above initiatives are taken to avoid
impacting the propagation of raptors during theexecution of the project (Table). But these surveys andcountermeasures incur annual costs per project in theorder of several tens of millions of yen (trial
calculated as several billions of yen per year forgovernment executed road projects nationwide).
Table. Results of Verification of Impacts of Road
Projects on Raptors (under close examination)
There is Slight
Unclear
impactimpactPropagation failure
by non-project
causes0463175Note) Number of cases are total number of nests/year(nationwide: 2009 to 2012)

3. Study to achieve prioritization and efficiency
The state of nesting and propagation of raptors are
surveyed and countermeasures taken during works
throughout Japan to prevent impacts on theirpropagation, but the effectiveness of thesecountermeasure is still considered to be uncertain, and
it is difficult to achieve greater prioritization andefficiency. This is assumed to be a result of the factthat for the following reasons, the results of surveys ofeach project are limited to knowledge within each site(or work office).
 Propagation of raptors is linked to various factors
such as natural conditions, type of works,
differences between species of raptors or individual
raptors, so decisions must be made independently
for each site. (diversity is high.)
 It is impossible to publicize information including
locations of nests in particular to prevent poaching.

For this reason, the NILIM, by collecting andanalyzing survey reports on uncertain measures on
government executed road projects throughout Japan,
intends to clarify the causal relationships between theactions of raptors, the success or failure of theirpropagation and the operation of construction
machinery during works in order to prioritize truly
necessary countermeasures etc.
And for the same reasons, it is also difficult toprioritize the transplantation of vegetation or the
relocation of amphibians.
The NILIM aims to achieve so-called formalizationof knowledge and further prioritize or increase theefficiency of effective countermeasures by eachproject so that it will be possible to share knowledge
obtained at each site concerning these uncertain
measures.
4. Use of the successful results
Based on future successful results, the Environment
Impact Assessment Technique for Road Project will
be revised. And by submitting manuscripts, the
NILIM will provide information concerning theconservation of wild animals such as Methods ofProtecting Raptors.

Research Trends and Results

Qualitative repletion of the public infrastructure
combining reconstruction and redevelopment ofpublic facilities
KIMURA Yusuke, Researcher (Dr. Eng.)KURIHARA, Masao, Head
Landscape and Ecology Division, Road Department(Key words) Redevelopment of road space, landscape formation, spatial planning, downtown and suburbs, linkages
1. Introduction
The increase in the number of deteriorated public
facilities has been accompanied by a need for strategic
maintenance and qualitative repletion of public
infrastructure. This means there is a growing need forthe creation of high quality spaces in order to form
good landscapes and living environments as part of theprocess of renewal and redevelopment of public
facilities.
When redeveloping road space in particular, it isnecessary to create public space linked to roadsidefacilities in order to form integrated landscapes andstimulate tourism, etc. And as shown by the Scenic
Byway Japan movement, diverse regional activities
are being undertaken nationwide centered on roads
from the perspective of their use. But linking multiple
projects that include roads and other facilities and span
the downtown and suburban parts of cities, and theframe work of road projects which effectively link
local activities to the formation of landscapes have notbeen fully proven, and methods of enforcing theLandscape Act and other policies to develop theformation of good quality space have not beenclarified.
This research will clarify project and system
operating methods and their effectiveness based on
innovations in project organizations and design, andmaintenance and utilization methods applied after
redevelopment in order to verify planning methods
which link road projects with related projects, and theactivities of concerned parties in city centers and insuburbs by looking at cases in which road space wasredeveloped.
2. Analyzing the road redevelopment cases andorganizing related system operations
For the survey, road and street redevelopment
project cases are collected for about 100 locations
nationwide in order to organize information andclarify actual state of redevelopment of road space.
And in order to stress clarification of recent trends inredevelopment and improvement points etc. webroadly consider scales and the process of landscapeformation (Table, Photo). These are systematicallyclassified in parallel with the study of specificstandards that can be applied to clarify the degree of
qualitative improvement.
And present systems related to regional activities
are organized. Focusing on the use of preservation
districts for groups of traditional buildings, civilengineering legacies etc. through initiatives such as
Scenic Byway Japan movement, challenges areorganized and methods which can link local people
over a wide range are studied.
3. Future development
Following the study conducted by collecting andsystematically classifying the above cases, based on
the detailed study of specified cases, methods ofcarrying out public works projects through linking
road projects with other projects, analysis of the urban
ripple effects, and formation of landscape in city
centers and suburbs by enforcing the Landscape Act
and other systems will be studied. And cases inoverseas cities will also be comparatively analyzed.
And as the final result, we want to support regional
development focused on roads by constructing a database and handbook which can be used to clarify
characteristics of each case.
Table. Systematic Classification of Road/Street
Redevelopment Cases and Sample Cases[1] Pedestrian-centered roads that are the facesof tourist regions[2] Station plaza roads that form the skeleton ofa city[3] Commercial and shopping streets usedmainly by pedestrians[4] Creating open spaces[5] Improved use by constructing buildings
above and below roads[6] Integrated redevelopment by revising routedesignations[7] Road development linked to residential
district development[8] Improving section configuration bychanging the number of lanes etc.

Shinmondori Street in front of
Izumotaisha Shrine
Otemaedori Street in front ofHimeji Station
Marugame-machi shopping street
Soseigawa Park (Sosei Tunnel)
Ohashi Jct. on the Metropolitan
Expressway
Streets around the main buildingof the Dogo Hot Spring
Relocating on hills as part ofearthquake disaster restoration
Bicycle paths and on-road parking
areasBoundary of former sidewalk

Photo. Creation of Green Shady Space by Widening
Roads (Kobe: former foreign settlement district.
Corresponds to [3], [4], and [8] in the above
classification)

A Case of Utilizing Results

Preparation of "Manual for Evaluating the Invasiveness of Plants
Introduced to Rivers" (Draft, tentative title)
OGURI Hitomi, Senior Researcher; HATASE Yoriko (PhD), Visiting Researcher; KURIHARA Masao ,HeadLandscape and Ecology Division, Road Department
Keywords: alien plant, invasive risk assessment, river management
1. Background "Manual (draft)" preparation
In the "National Strategy for the Conservation andSustainable Use of Biological Diversity 2012-2020" (Sep.
2012), as one of the national targets of Japan to achieve
the Aichi Target, it is required to develop an "Invasive
Species List" and "Invasive Alien Species Control Action
Plan (tentative)” by 2014, so discussions are underway
accordingly.
In riverbeds, many plants including alien plants areused for levee armoring, planting in river parks, etc.
(Figure). Some alien species are invasive and escapefrom the originally seeded / grown area, whereby
affecting native species and ecosystems. Therefore, whenusing an alien species as a garden plant (Photo) in ariverbed or afforestation project, it is necessary to grasp inadvance its escape and settlement risks.
Therefor, as reference material for selecting plants that
do not impact the natural environment or rivermanagement, we developed a "Manual for Evaluating theInvasiveness of Plants Introduced to Rivers" (draft,tentative title). It organizes the concept of priorassessment in introducing new species, points of attention
in introduction and management, etc.
2. Outline of "Manual (draft)"
The "Manual (draft)" first organizes the concepts of

Afforestation plants

Afforestation plants(Alien)8% (21 species)

3. Publication of findings
The "Manual (draft)" will be released to the public as
an NILIM document.
(http://www.nilim.go.jp/lab/ddg/seika/)
We hope that this material will contribute to alien species
control measures at actual sites.

Unknown (Lawn
不明（芝類）
grasses)
1%（1種類）
1%(1 species)

緑化植物（在来）(Native)3%（8種類）
3% (8 species)

Garden plants, etc.
(Native)
24% (63 species)

invasiveness including the necessity for considering it,
and then introduces how to assess invasive risk including
assessment methods in other countries. Furthermore,
the Manual describes the species that warrant attention
based on the results of the Census of Rivers and Riparian
Areas, and points of attention in using garden plants andafforestation plants.
Ten percent of the introduced plants are said to escapeto outer fields, and 10% of those species are said to settle
and a further 10% of them are said to become invasive.
Therefore, many of the alien plants used may not be
invasive. However, even if the quantity of alien plants isvery small at first, they are likely to increase enormously
as time elapses. In such case, they are regarded as"invasive alien species," which escape and settle in thenatural environment and adversely affect ecosystems andhuman activities. It will become very difficult to eradicate
them if they expand across a wide area. It is, therefore,
important not to use alien plants with high risk of escapeand settlement from the beginning.

Garden plants(Alien)56% (146 species)

Vegetables / Edible
plants8% (20 species)

Figure: Number of Species of Herbaceous
Plants Seeded / Grown in Japanese Rivers
from 2005 to 2010

Photo: Example of Garden Plants Growing inRiverbed(Left: Verbena hybrida, Right: Forget-me-not)Topics

Towards rapid support activities by regional
construction contractors when a giant
earthquake has occurred

MATSUDA Naoko, Senior Researcher
TAKEYA Shuichi, Head (Dr. Eng.)
Construction Economics Division, Research Center for Land and Construction Management(Key words) Great East Japan Earthquake, regional construction contractors, disaster response management
1. Introduction
Immediately after the Great East Japan Earthquake
occurred, regional construction contractors quickly
began activities to support the restoration of
infrastructure functions, which was linked tolarge-scale rescue and live-saving activities. The
NILIM conducted a questionnaire survey concerning
the actual state of support activities by regional
construction contractors in cooperation with Tohoku
Regional Development Bureau and Tohoku
Federation of Construction Contractors Associations,
receiving responses from 806 companies. From thesurvey results, many facts about future disastermanagement were learned. This report introduces theresults of an analysis of factors behind the rapid
support activities.
2. Resources contributing to the support activities
The Figure shows the results of aggregating
resources used for rapid support activities by Aomori,
Akita and Yamagata Prefectures where the damage
was relatively light and by the interior regions andcoastal regions of the three prefectures where thedamage was large (Iwate, Miyagi and Fukushima
Prefectures). In all regions, “Personnel” showed ahigh percentage. In the coastal regions of the threedamaged prefectures, “Construction machinery”
showed over 80% . In the interiors of the threedamaged prefectures, “Construction materials”
showed a relatively high percentage. It can beconcluded that in order to conduct rapid support
activities immediately after an earthquake, it isnecessary to provide construction machinery andconstruction materials in addition to personnel.
3. Methods of securing resources
An analysis was done to clarify how to secure thepersonnel, construction machinery and construction
materials required for rapid support activities, by
Aomori, Akita, and Yamagata Prefectures and by theinterior regions and coastline regions of the threedamaged prefectures. The results for personnel(operators) are introduced below.

Figure. Resources Used for Rapid Support Activities
0%

20%

40%

60%

80%

100%

Aomori, Akita, Yamagata
青森・秋田・山形
Pref.

The
3 damaged prefectures:
被災3県（岩手・宮城・福島）
interior regions
内陸部(Iwate, Miyagi, Fukushima)The
3 damaged prefectures:
被災3県（岩手・宮城・福島）
coastal regions
沿岸部(Iwate, Miyagi, Fukushima)

人材の活用
Use
of personnel
Useof construction materials
建設資材の活用

建設機械の活用
Useof construction machinery
Useof disaster response use materials
災害対応用物資の活用

Othersその他

In all regions, to obtain sufficient operators, they
secured most from among their own employees
followed by employees from cooperating companies
inside the prefecture. In addition, on the coastlines of
the three damaged prefectures, many operators were
contributed by cooperating companies outside theprefecture. This was conspicuous on the coastlines of
Iwate Prefecture and Miyagi Prefectures in particular.
Similar results were obtained concerning resources
other than operators. In severely damaged regions,where insufficient resources were secured bycooperating companies inside and outside theprefecture, permitting rapid support activities.
4. Conclusions
We wish to carry out research to find out how tosmoothly secure resources needed for support
activities from cooperating companies and leasing
companies etc and in which regions to make priority
investments in order to prepare for great earthquakes.
[Sources]
TECHNICAL NOTE of NILIM No. 729
http://www.nilim.go.jp/lab/bcg/siryou/tnn/tnn0729.ht
mTopics

Use of 3D Archives of Local Dwelling Space-Visualizing History of Settlements beyond Disasters and DevelopmentKOBAYASHI Hideyuki (Dr. Eng), Research Coordinator for Housing Information System
Research Center for Advanced Information Technology(Key words)

3D Archives、Settlements、History

1. Introduction: Historical Documents in 3D
Methods for preserving data even after their formats
became obsolete were developed in the previous study1.
This study applied the developed methods to the data
recording actual settlements, which integrate fragments ofmaps, photos that record historical parts of a settlement.
Also ways to access to the source records from the 3D
objects, to visualize them on the site, to convert them inany desired format were tried out, in order to extend thepossibilities for future use.
2. Okushiri Island: experiencing DisasterCoastal settlements of the island were destroyed bytsunami and fire after quake on July 12, 1993. However,they were quickly reconstructed through effective support
provided by the Hokkaido prefectural government andthe research institute for housing and urban planning2.
In this study, the settlements were reconstructed
through analysis of old analog photos and maps.

Figure Reconstructed Cape Area in Aonae Village
The area was totally destroyed in 1993, and become a memorial park
after reconstruction. Houses were reconstructed through analysis of old
photos. The settlement can be seen from any viewpoint. Each house canalso be selected to access the old photos that record it.

The history prior to 1993 included a big fire in 1963
when the population was at its peak. Efforts for reducing
the density, including land readjustment, extension of
the width of roads, and the development of new towns
on the hill were undertaken. A previous tsunami dueto the Central Japan Sea Earthquake in 1983 caused
damage smaller to those of 1993. Footpaths forevacuation to the new town on the hill were added.
These components for disaster mitigation are common
to those that were chosen after 1993, and the sharedexperience obviously provided conditions for rapid
consensus on the reconstruction plan after the far larger
disaster in 1993.
3. Tsukuba: experiencing Large Scale Development

The Japanese government decided to relocate several
functions of the capital Tokyo to Tsukuba region in 1963.
The development process of the region can be traced
through official urban planning drawings, systematicallytaken air photos, design drawings of public buildings andphotos after completion from the 45 organizations(mostly research institutes) involved in the relocation
project, which comprised totally 2,700 hectares.
Seeking for a wider scope, the previous space of a
research institute before the relocation was also surveyed
in this study, and compared with the new campus.
The change of land use before 1963 was also surveyed.
The comparison revealed that the last large scale
development after 1963 was one component of chain ofchanges of one site among forest, military airport, spacefor resettlements of the refugee from colonies after the
war and current research institutes.
Also, histories of organizations show the chain of
relocations within the metropolitan region, through whichknowledge was continuously accumulated and overlaid.
4. Conclusion: toward a Stock of Empirical Wisdom
In order to achieve the legacy-free usage, the archived
data file is attached with a metafile describing theprocedure to read. A special common format/grammarof this metafile is defined for the developed Virtual
Converter, which compiles the metafile to create
executive operations that utilize the data.
This Virtual Converter is integrated in an Android
based application (VC-3M) for tablets, that present therecorded data on site from the viewpoints and camera
angles obtained from GPS, gravity and magnetic sensors.
The same source code of the Virtual Converter is also
applied to a Windows-based web server application
which can deliver the preserved data in any format
defined by the attached metafile (VC-4D).
Hopefully, the rapidly changing ICT technologies will
not accelerate the legacy process of recorded data andforgetting them, but contribute to the lasting succession ofvaluable empirical wisdom of each local settlement.
[Sources]
1) Basic Research on the Technologies for Permanent
Diachronic Memory of 3D Housing Information.
http://sim.nilim.go.jp/MCS/phi/(in Japanese)
2) Hokkaido Prefectural Cold Region Housing and Urban
Research Institute (Hokkaido Northern Regional Building
Research Institute, today)3) http://sim.nilim.go.jp/Okushiri (in Japanese)4) http://sim.nilim.go.jp/Tsukuba(in Japanese)

Research Trends and Results

Configuration of Draft Scenario for
Systematic Urban Shrinkage of Urban Areas
in Depopulating Cities
KIUCHI Nozomu (Dr. Eng.), HeadUrban Disaster Mitigation Division, Urban Planning Department
FUJIOKA Keitaro (Dr. Eng.), HeadUrban Facilities Division, Urban Planning Department
KATSUMATA Wataru (Dr. Eng.), Senior Researcher
Urban Development Division, Urban Planning Department(Key words) Depopulation, Urban Area Restructuring, Systematic Shrinking
1. Introduction
Taking into account the predicted population
decrease in local cities and rigorous fiscal andenvironmental restrictions in the future,
introduction of “systematic shrinkage of urban
areas” seems inevitable in restructuring urban
areas and realizing a “compact city type urban
structure”. Thus the Urban Planning Department
has been deliberating expected urban feature,
enforcement requirements, effective steps to carryout and so forth, when implementing suchmeasures. Based on deliberations, of last fiscal
year, for examples of relocations of residents, we
examined its implementing scenarios.
2. Implementing Process and Elements of
Systematic Urban Shrinkage of Urban Areas
First of all, by reference to the process of
relocation of depopulated settlements andimplementation of urban planning projects, we
compiled practical procedures of systematic
shrinkage centering on the relocation of residents
and arranged them in the following four phases(see Figure).
(1) Consensus formation: Discriminate the urban
area into consolidated and shrinking zones inupper level planning process etc. and obtainan agreement in the latter.
(2) Preparation of relocation base: While thepreparation of relocation to accept residents
is carried out in the consolidated zone, newpublic investment is cancelled in shrinking
zones.
(3) Relocation: After the completion of therelocation base, relocation of residents fromthe shrinking zone progresses, and in parallel,
maintenance management of infrastructure in
the degenerating zone is cancelled serially.
(4) Disposition of vacant lots: Along withfinishing relocation from the shrinking zone,
initiate improvement as a vacant lot and

Phase

Deliberation method/procedure ofurban district degeneracy①Consent
formation

a. Deliberation/positioning in basic
concept/comprehensive projects
b. Deliberation/positioning in urban
planning master planc. Preparation/positioning for
random plan in livelihood formation
project②Accepting
destination
improvement

a. Make existent urban district anaccepting destination.
b. Newly improve an accepting
destination by urban district
development project anddevelopment action③Transfer

Calculate compensation
cost/transfer cost according
to the following methodsa. One case examination(method to calculatecompensation amount or
the like individually)b. Maximum limit of aid or
the like are prescribed bylaw
a. Rights of land/building④Vacant lot
disposition

remain owned by the rightholder concerned.
b. Return the land to beinga vacant lot and restrict
land use for housing.
c. New land utilization(farm land, park/green
space, mega-solar, etc.)

Figure: Implementing process for systematic
shrinkage of urban district degeneration

utilization of the site.

Furthermore, on the premise of the above
process, we have arranged composition
elements necessary for the formation of the
scenario’s draft in the following four items.
a) Residents’ relocation method and theirdestinations: The two cases of relocationaccompanied by coercive force and voluntary
relocation incentives by inhabitants andprovision of housing to be an accepting
destination by government and securement ofdestinations by their own exertions are
considered. It can be presumed that initiallyinducing voluntary relocation, and subsequently,
transfer to a method to be accompanied bycoercive force or the like to a phased
combination.
b) Program for phased abolition of facilities
and so on: Based on the concept of strategic
infrastructure improvement and management,on the premise of differentiation andconcentration for service levels on a zone
–by-zone basis, from the dual viewpoints ofrenewal/reduction andrepletion/maintenance/abolition, consideration
can be carried out on four types:
renewal/repletion, renewal/maintenance,
reduction/maintenance and reduction/abolition.
c) Program for phased abolition or the like ofadministrative services: In the process ofdegeneration, it is difficult to abolishadministrative services for elderly people with
low incomes, so a decrease in provision levels
and substitution of services with more
inexpensive costs becomes the premise. In
addition, livelihood assistance services for theelderly in the consolidated zone can bepresumed.
d) Content of improvement for transferredvacant lots: Other than the utilization
morphology of an open space utilization type, acase to make it a green space also is presumed
unless it can be positively utilized.
3. Deliberations based on a scenario draft forsystematic shrinkage
The specification of abovementioned
processes and the composition elements had
been considered in the case study districts andwe have established draft scenarios. In the
future, based on this draft scenario, the effects
of systematic shrinkage of urban areas arescheduled to be calculated and arranged fromboth aspects of quantitative and qualitative
analyses.
[Reference]
1) NILIM Report 2013 “Research on how thesystematic shrinking of urban areas indepopulating cities should be”
http://www.nilim.go.jp/english/annual/annual20
13/44.pdf

Research Trends and Results

Survey Results on Area Management in Densely
Built-up Areas
KATSUMATA Wataru (Dr. Eng.), Senior Researcher
Urban Development Division, Urban Planning Department
KIUCHI Nozomu (Dr. Eng.), Head,Urban Disaster Mitigation Division, Urban Planning Department
TAKEYA Shuici (Dr. Eng.), Head,
Construction Economics Division, Research Center for Land and Construction Management(Key words)

Area management, Densely Built-up Areas, Physical improvement, Enhancement of fascination andvitality1.
Foreword
In order to improve the disaster prevention
performance in densely built-up areas, it is crucial tocarry out improvements in view of hardware aiming fornon-combustibility and flame resistance, such as
rebuilding of decrepit houses, improvement of road
networks and of parks and open spaces. It is also
important to enhance the vitality of local inhabitants andcommunities (regional vitality) in view of the promotion
for the consensus formation toward improvement tomake this possible and ensuring initial firefighting at thetime a disaster occurs. For this purpose, it is necessary to
make living space attractive by improving a receptive
environment (child rearing environment) for the young
child-rearing generation of which the influx shall be
accelerated and the living environment for the increasing
numbers of the elderly. Meanwhile, under the situationsof local governments with fiscal predicaments in recent
years, the town development for disaster prevention andthe improvement/management for living spaces/facilities
shall not be carried out by governments unilaterally, but
the introduction of “area management,” in which local
inhabitants, business operators, landowners and leaseholders or the like independently will perform their parts,
is considered to boost its significance.
In this regard, NILIM carried out a detailed survey for
actual states of operations relevant to management
examples/methods, in which local inhabitants, business
operators, landowners and lease holders or the likeindependently carry out improvement/management forliving spaces/facilities, aiming at the enhancement of
local
fascination/vitality alongwithphysical
improvements (disaster prevention performance andliving environments), implemented arrangements withrespect to the points for applications in densely built-up
areas from the aspects of organization management andimprovements/maintenance/management/utilizationsof facilities. This paper reports part of the survey results.

of

2. Actual condition survey for advanced examples
area management along with physicalimprovement
Concerning advanced examples of area management
which enhances local fascination and vitality along withphysical improvements (disaster prevention performanceand living environments), we have surveyed actual
operational states centering on the momentum andprocess of introduction and profitability of development
and business in detail by hearing surveys and datacollections or the like and prepared a collection of cases.
As measures to be aimed for, we selected improvementsfor parks/open spaces, community roads/evacuationroutes, inhabitants’ interaction/living supporting facilities,
disaster prevention facilities such as rain water preservingtanks and rebuilding/relocation mediation.
Characteristic examples are those cases in which local
inhabitants conclude an agreement with the government
to carry out maintenance/management/utilization foropen spaces and vegetable gardens for which thegovernment receives a lease and donation to improvethem (in Setagaya Ward, Sumida Ward, Kobe City,
Nagasaki City etc.: Photo 1); land owners and leaseholders at the back of blind roads and the government
contract an agreement to secure urgent evacuation routes(in Itabashi Ward etc.); local inhabitants with 3neighborhood as minimum unit and the government
contract an agreement to promote landscape creation (inToda City: Photo 2); a private consultant established in acommunity café in the densely built-up areas (in Kobe
City: Photo 2); the government is operating a subsidy
program by which inhabitants propose and carry out
hardware improvement independently for the sake of
their familiar town (in Yokohama City).
3. Conclusion
The report1) of this survey has been made public by
NILIM, with much information on measures in reference
to local governments, NPO, town development
consultants, neighborhood community associations andthe like. We invite you to make use of this information
for your reference.

[Reference]
1) NILIM (2013) “Survey report on area
management methods in densely built-up
areas”
http://www.nilim.go.jp/lab/jeg/erimane_201309
27.pdf (in Urban Development Division)

Photo 1: Open space andPhoto 2: Improvement ofvegetable garden bylandscape by planting based
disaster prevention open
on Sangen (3 neighborhood)space development project Agreement (in Toda City)(in Kobe City)

Research Trends and Results

Greenbelt planning technologies to respond to
population decline and degeneration etc. of cities
SONE Naoyuki, Researcher
KIMURA Yusuke, Researcher (Dr. Eng.)UENO Yusuke, Researcher (Dr. Fisheries Science)
KURIHARA, Masao, Head
Landscape and Ecology Division, Road Department(Key words) Population decline, degeneration of cities, compact city, greenbelt planning, basic plan for greenery

1. Outline of the research
Greenery in cities serves as an infrastructure withfunctions indispensable for safe and pleasant city life,
by providing nearby places for rest and recreation,
mitigating the heat island phenomenon throughevapotranspiration of vegetation, and preventing the
spread of urban fires. Past administration of parks andgreenbelts has, with top priority on “finding ways toconserve and create greenery as cities continued to
expand”, promoted the systematic provision of parks,
conservation of greenbelts and greening of cities witha basic plan for greenery (Article 4 of the Urban GreenSpace Conservation Act) as the master plan. But,
against the background of population decline anddegeneration of cities, the future will see a demand fora switchover to the concepts of park and green spaceadministration from a broad perspective and to theenactment of greenery plans with this as its guideline,
in order to “realize happy lives for people by urban
development through greenery, even in a society notpremised on growth”.
The Landscape and Ecology Division is, based onsuch problem consciousness, researching basicplanning technologies for greenery in response topopulation decline and degeneration of cities”(research period: 2013 to 2015). In FY2013, thedivision organized existing knowledge from theperspective of responding to new social needs
predicted to intensify in the future and to the functionsof greenery, and at the same time, collected advanced
cases of greenery plans in foreign countries.

2. Organizing the functions of greenery in response to
new social needs
The Urban Reconstruction Strategy Study
Committee1) has, concerning the future of regional
cities, pointed out the appearance of scattered unused
land, more elderly people living alone, and as results,
decline of urban functions, weakening of regional
economic vigor, susceptibility to disasters, etc. In
response to such prospects, based on past research(149 documents), it organized functions of greenery to
respond to hypothetical problems such as, “creating
conditions making life worth living by exploiting
unused land for agriculture” and “promoting longer
healthy lives through the use of parks”. A futurechallenge is to organize points in planning and design
to display various functions.
3. Clarifying green planning initiatives outside Japan
We collected administrative documents fromforeign cities which have already faced serious
population decline and degeneration of cities and havetaken initiatives to resolve these problems, andorganized the contents of plans for the use andtreatment of greenery and open spaces (see the table).
To obtain hints for cities in Japan, it will be necessary
to perform analysis based on background conditions
such as laws and social conditions etc. in eachcountry.

Table. Outline of Cases of Greenbelt Plans in Foreign Countries
City (country)

Plan/Countermeasure

Cleveland (U.S.)

Re-imaging a more Sustainable
Cleveland( 2008)

Philadelphia (U.S.)

Green Stormwater Infrastructure (2011)

Detroit (U.S.)

Detroit future City (2012)

Liverpool (U.K.)

Green Infrastructure Strategy (2009)

Berlin etc. (Germany)

Studtumbau Redevelopment) (2002)

Outline
New plan for strategic unused land to improve sustainability ofcitiesGreenery conservation/creation plan aiming to control rainwaterrunoff as a climate change adaptation measure
Plan for the use of unused land to create greenbelts as an urban
infrastructure
Greenery conservation and creation plan focused on economic
values and health and welfare
Reflecting concentration of cities by reducing building floor
space in greenery planning4. Future schedule
It is impossible to consider the functions of greenery inisolation from desirable cities and society. In the future,
we wish to conduct research focused on the future imagesof cities, linked with research institutes in a wide range of
research fields and with local governments close to thescene.
[Sources]
Interim Report of the Urban Reconstruction Strategy
Study Committee
http://www.mlit.go.jp/report/press/toshi01_hh_000013.ht
mlResearch Trends and Results

Development of Material/Framing Knowledge BaseRegarding Design Specifications of Existing
Detached Timber Housing
TAKAHASHI Satoru, Research Coordinator for Housing Warranty,
Housing Department
MORI Masashi, Head, Housing Planning Division
NUNOTA Ken (Dr. Eng.), Head; NAKAGAWA Takafumi (Dr. Eng.), Senior Researcher
Housing Production Division, Housing Department(Key words) Existing housing, Detached timber housing, Material framing method
1. Foreword
The Ministry of land, Infrastructure, Transport
and Tourism has been carrying out existing longterm quality housing promotion projects or the
like slated for a series of policies for existing
housing distribution promotion/stock renewal.
With respect to existing housing, NILIM has been
carrying out the development for technology toreadily comprehend its materials and framing andso forth and evaluate its performance efficiently;
even in a case where there is no data such as
drawings or the like. This paper reports thedevelopment of a material/framing database inregard to designing specifications of existing
detached timber housing.
2. Acquisition/accumulationofmaterial/framing data
Over about 30 years we have carried out
research for design survey specifications,targeting existing housing for which housing
construction operators with supply results ofpublic financial loan housing capable of acquiring
data such as drawings. In the method of research,
researchers browsed the stored drawings,
extracted descriptions indicating materials andframing methods and recorded data related to
employ actual conditions of framing method or
the like according to age brackets. In three yearsof research from 2011 to 2013, we have obtained
actual data in regard to 1,247 cases of housing by
55 operators in total, from Hokkaido, Tohoku,
Kanto, Chubu, Chugoku and Kyushu.
3. Improvement of materials/framing
database
Acquired data was arranged according tohierarchical definitions, looking into layercomposition of foundation and exterior walls,
roofs, openings or the like on a regional basis,from the surface (visible part) to interior (invisiblepart). Although to make descriptions of drawings
or the like in data for housing was intended
according to changes in a chronological order, it
was presumed from the beginning that

information not described in drawings would beplentiful as it was customary to refer to common
specifications in building design. Accordingly, forthe documents of specifications of the former
Public Loan cooperation which had also beenreferred to in designs for timber housing, weanalyzed them in descriptions in respect tospecifications for each year in the targeted period
of design specification research and carried out asimilar arrangement. Moreover, with reference tooperators for whom cooperation was not obtained,
we carried out interviews for items incapable ofcorroboration by descriptions on drawings or the
like. s.
According to these operations, we integrated thedata obtained by research in three years, making
districts where housing was located, years ofconstruction or the like searching conditions,assuming a combination of materials/framing
method, and have experimentally produced amaterial/framing method which assumes/indicatesa combination of material/framing methods
considered to have been general in each
district/generation.
4. Deliberation issues in the future
Deliberating indication method for informationand operation methods to readily be utilized inpractical businesses in actual research for existing
housing and operating method for databasesystems, we are prepared to establish this method.
[Reference]
1) Comprehensive technology development project
Development of capability evaluation technology forexisting housing or the like slated for existing housing
distribution promotion/stock renewal (2011 – 2014)
http://www.mlit.go.jp/tec/gijitu/kaihatu/pdf/soupro011.
pdf2) Research on grasp method for material/framing
method of existing timber housing (-1) (-2),
Architectural Institute of Japan Convention forfiscal 2013 (Hokkaido) Academic Speechsynopses collection 5487 – 88, pp997 – 1000.
2013. 8

Research Trends and Results

Research on Diagnostic Costs for Exterior
Walls of Buildings
MAKATAYAMA Miho (Dr. Eng.),Head
Housing Stock Division , Housing Department
KAGE Tadatsugu (Dr. Eng.), Research Coordinator for Quality Control of Building
Building Department
NEMOTO Kaori (Dr. Eng.), Senior Researcher
KOGA Junko (Dr. Eng.), Senior Resercher
Structural Standards Division, Building Department(Key words) Exterior wall diagnosis, Diagnostic costs, Periodical report system
1. Introduction
Inasmuch as professional knowledge andtechnology are required for research/diagnosis
for mortar finished exterior walls, although it isgenerally asked of building diagnosis operators,
with reference to the diagnostic cost proposedfrom the operators, a great many havecommented on the inability to judge whether or
not it is a fair price. Information on researchcosts is scarcely publicized and information asserving as materials for these judgments has yet
to be improved.
Based on this situation, in order tocomprehend prices and price compositions or
the like in the research diagnosis for exterior
walls, we carried out a questionnaire survey
targeting building diagnostic operators.

2. Research method
In the survey, we configured two categories
of RC condominiums (5 story/gross floor area
1,814m2: Building A and 11 story
building/5,887m2: building B) as modelbuildings, and collected information on
exterior wall diagnosis costs by percussion
diagnosis and infra-red rays, operation items
and those compositions in the estimate, andthe standard unit prices of each operation.
In calculating the costs, on the presumptionof a case when required for “diagnosis only”
exists in multiple classes in ordinary
diagnostic operations, we asked forsubmission of data capable of examining eachcost.
In consideration of regional characteristics
and firm size for these surveys, we divided
the whole nation into six areas and collected
data from research diagnostic operators.
3. Outline of survey results
1) Diagnostic costs by percussion method

In regard to the estimated amount of thepercussion method, the variability of the total
costs (direct cost, temporary stage +miscellaneous expenses) was great and the
maximum/minimum reached to about 30
times in two model cases. In this survey, due
to the condition of the temporary stage to be
configured by the operators’ side, the costs of
temporary stages between the one by strut
scaffolding and the place employing gondolasor high-elevation operating vehicles spread to
50 times in the cost of temporary stage cost
only (Figure 1). In the cost examination, it
was reconfirmed that the confirmation of
conditions for temporary stages became one
point.
2) Diagnostic costs by infrared ray method
Although the variability of total costs issmaller than the case of the percussion
method, nonetheless, the maximum/minimum
spread to about nine times. In the case of
infrared ray survey, the ratio occupied byonsite photographing and analysis operations
in direct costs is large, having a spread of
more or less ten times (Figure 2). In respect tothis point, since there were few operators
using high-elevation operating vehicles, it isconsidered the cost difference occurred due tothis.
In general, the survey on the north surface isdifficult by the infrared method. In the survey
this time, inasmuch as there were operators tohave examined cost calculations based on thepossibilities of such diagnosis, knowledge inreference to materials to the judge appropriatetechnical strength was gained.
4. Conclusion
Concerning these survey results, we areprepared to publicize as the data for building

800
調査費

700

単面積当たりの費用（円/㎡）

600
500

平均値：463円/

400
300
200
100

600
500
400

200
100
0

2

3

4

5

6

7

8

9 10 11 12 13 14 15 16 17 18 19
企業No.

1

owners and so forth to utilize in examining
survey3,000
and diagnostic costs.
2,000
1,500
1,000

平均値：587円/㎡
500

3

4

5

6

7

8

8

9 10 11 12 13 14 15 16 17 18 19
企業No.

Temporary仮設費等
stage cost, etc.

Average value: ¥573/m2
平均値：573円/㎡

operating vehicles are
utilized.

500

平均値：273円/㎡
平均値：382円/㎡

200
300
1

2

3

4

5

6

7

8

9 10 11 12 13 14 15 16 17 18 19
企業No.

5,000 0

5

6

7

8

9 10 11 12 13 14 15 16 17 18 19Company No.
企業No.

経費

1,600

Bマンション（外壁面積 3,300㎡）

1,400
800
1,200
700
1,000

注）対壁面積の単位面積あたりの費用

Surveycost Note) Cost per unit area of wall
調査費

平均値：315円/㎡

400
400

0
200

平均値：288円/㎡
Averagevalue: ¥288/m2
2 3 4 5 6 7 8

1100

9 10 11 12 13 14 15 16 17 18 19
企業No.

5,00001 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28
合計
企業No.

4,500

4,000
800
3,500

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28
合計
Company
No.
企業No.

4,500

4,000
Figure800
3,500

2: Estimate costs distribution (Direct survey cost in
case
経費
700
3,000
of2,500
infrared ray method/Bld. B)

経費

700
3,000

2,500
600
2,000
500
諸 1,500
400
1,000

600
2,000
500
1,500
400
1,000

平均値：1323円/㎡

300
500

平均値：1299円/㎡

300
500

平均値：163円/㎡
2

3

4

5

6

7

8

9 10 11 12 13 14 15 16 17 18 19
企業No.

0

0
200

1

2

3

4

100

5

6

7

8

9 平均値：125円/㎡
10 11 12 13 14 15 16 17 18 19
企業No.

0

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28
企業No.
1,600

合計

1,200

1,400

単面積当たりの費用（円/㎡）

1,600

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28
企業No.

合計

1,200
1,000

800

600

平均値：578円/㎡

200
0

600
400
200
0

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28
企業No.

A団地（外壁面積 1,500㎡）

800

800

A団地（外壁面積 1,500㎡）

調査費
700
800
600
平均値：444円/㎡
調査費
700
500
平均値：463円/
直
600
接
400
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
18 19 20500
21 22 23 24 25 26 27 28平均値：463円/
調直300
企業No. 査接400
費調 200
300
査
100
費
200
0
100 1 2 3 4 5 6 7 8 9 10 11 12 13 1
企業No.
0
1 2 3 4 5 6 7 8 9 10 11 12 13
3,000
企業No.

単面積当たりの費用（円/㎡）
単面積当たりの費用（円/㎡）

1,000

2,500
3,000

単面積当たりの費用（円/㎡）
単面積当たりの費用（円/㎡）

1

100

400

4

200
300

100

1,400

3

500
600

400
400

0
200

2

600
800

500
600

0
200

1

単面積当たりの費用（円/㎡）
単面積当たりの費用（円/㎡）

単面積当たりの費用（円/㎡）
単面積当たりの費用（円/㎡）

調査費

600
800

単面積当たりの費用（円/㎡）
単面積当たりの費用（円/㎡）

7

Figure 1: Estimate costs distribution (temporary stage cost, etc.
1,800
/Bld.
A
A団地（外壁面積 1,500㎡）

1,400
800
1,200
700
1,000

単面積当たりの費用（円/㎡）6*Small temporary★仮設費が小さいのは、
stage
costs
are cases
ゴン ドラ
、高所作業
where
車やブgondolas,
ラ ンコを利用
high-elevation
する ケース

1,000

9 10 11 12 13 14 15 16 17 18 19
企業No.

経費

1,600

合
計

5

★突出して高額なのはParticularlyhigh priced
支柱足場によ る 仮設
temporary stage by strut
scaffolding

1,500

area (¥/m2)
Cost per unit
単面積当たりの費用（円/㎡）
単面積当たりの費用（円/㎡）

2

1,800

経
費
等

4

0
1

合
計

3

Note) Cost per unit area of wall
注）対壁面積の単位面積あたりの費用

2,000

0

諸
経
費
等直
接
調
査
費

2

2,500

Cost per unit area (¥/m2)

単面積当たりの費用（円/㎡）

3,000

仮設費等

2,500

単面積当たりの費用（円/㎡）

1

仮
設
費

平均値：412円/㎡

300

0

.

調査費

700

2,000
2,500

仮 1,500
2,000
設
費仮 1,000
1,500
設
費

500
1,000
0
500
1

2

3

4

5

6

7

8

9 10 11 12 13 1
企業No.

0
1,800

諸
経
費諸
等経
費
等

1,600
1,800
1,400
1,600
1,200
1,400
1,000
1,200
800
1,000
600
800
400
600
200
400
0

単面積当たりの費用（円/㎡）
単面積当たりの費用（円/㎡）

直
接
調
査
費

単面積当たりの費用（円/㎡）

800

1

2

3

4

5

6

7

8

9 10 11 12 13
企業No.

経費
経費

平均値：

平均値

Research Trends and Results

Determination of Degradation Conditions based on
Actual Survey for Demolished Buildings
TAKAHASHI Satoru, Research Coordinator for Housing Warranty
Housing Department
NUNODA Ken, Head
NAKAGAWA Takafumi, Senior Researcher
Housing Production Division, Housing Department
NISHIDA Kazuo, Senior Researcher
Housing Stock Division, Housing Department(Key words)

Timber housing, Demolition survey, Ant harm, Decay

1.
IntroductionThis
research
determines
thesituationofdegradation/damage and defects or the like of existing
detached timber housing according to actual surveys
targeting demolition cases, attributes of building (date ofconstruction, location environment, formulation of eachpart or the like) and arranges relationships between
emergence trends and locations of degradation, damage
or the like, and on that basis, aims to develop a simple
inspection method for their current state contributing torational comprehension of the current state of existing
housing.
This paper introduces knowledge, analyses and so on
obtained through surveys for demolition/reform objectsof detached timber housing implemented up until now.
2. Content of research(1) Improvement of actual example data in respect todegradation and damage of existing detached timberhousing
According to a survey for demolished buildings or the
like, with the emergence of sites of degradation
phenomenon in detached timber housing, we consolidate
actual example data with reference to conditions ofdecay/damage or the like to members inside the structure.
By conducting actual condition surveys for existing
detached timber housing and so forth built in each district
throughout the nation, we will take into account not only
effects on degradation by difference in climate
conditions , but also the location of housing and methodsof use, to consolidate data with respect to degradation anddamage occurring to detached timber housing.
(2) Guideline of current condition inspection method forexisting detached timber housing
Based on the actual example data obtained in (1), byfocusing attention on degradation phenomenon affecting
housing performance, we shall establish a current
condition inspection method to efficiently and rationallygrasp the conditions of gradation/damage. Specifically, aguideline for the actual state inspection method fromvariations of appearance to be confirmed by visualinspection, occurrence of degradation/damage or the likein parts difficult to visually look into such as the interiorof walling bodies shall be configured based on actual
example data to give estimates with a certain level ofaccuracy. In addition, in regard to parts with highoccurrence risks, a guideline of the actual state inspection
method capable of being induced so as to confirm theoccurrence of degradation/damage or the like byconcentrated current state inspections and detailed
inspections and so on shall be configured.
3. Survey results
Prior to initiation of demolition work, by carrying out
current state visual inspection for variations such as
cracks and rain infiltration, discoloring or the like, and onthat basis, carrying out investigation on the degradation ofinterior members such as decay, damage, harm caused bytermites or the like after the demolition of the finishedmaterials. In accordance with this, we tried tocomprehend variations in parts capable of visualinspection and the actual state of interiordegradation/damage and their relationship. As a result,
we were able to detect degradation phenomena notpreviously assessable in the current state surveys such as
in in water areas like the bathroom, toilet and so forth.
Through these results, the current state survey
incorporates a method to determine the general current
state in assumption/consideration and through a trial of
survey methods combined with degradation surveys,
which
carry
out
actualdeterminationofdegradation/damage or the like. Through this, we haveconsolidated the guideline of the current state inspection
method, and deliberated on this so that the surveys in the
future can be smoothly carried out and the survey results
efficiently collected.

Photo 1: Implemented situation ofcurrent state survey

Photo 2: Implemented situation of
degradation survey

Table: Type of relationship between changes and degradation
Current statesurveyDegradation
surveyAssumed case1

WithchangesWith
degradation

・A case of emerging deformation (inclination, etc.) due to structural materials withconsiderable degradation
・A case where degradation was assumed to emerge affected by degradation factors(moisture, termites, etc.), due to occurrence of cracks or the like.

2

WithoutchangesWith
degradation

・A case where detection cannot be made by inspection due to an unchanged
appearance, even though degradation of structural materials has advanced

3

Withchanges

Without
degradation

・A case where structural materials have not been degraded, even though changes
are detected in the appearance.

Research Trends and Results

Development of an efficient bicycle traffic survey
methodKOBAYASHI Hiroshi, Senior Researcher
IMADA Katsuaki, Researcher
NAKANO Tatsuya, Guest Research Engineer
TAKAMIYA Susumu, Head (Dr. Eng.)
Traffic Engineering Division, Road Department(Key words) Bicycle network planning, bicycle traffic survey, smartphone
1. Introduction
In November 2012, the Guideline to the Creation of
Safe
and
Comfortable
BicycleUtilization
Environments1) was published. It indicated theimportance of clarifying the characteristics of local
bicycle use and preparing a bicycle network plan inorder to improve bicycle use environments.
This research was undertaken in an attempt todevelop a method of efficiently surveying bicycle
traffic in order to support the preparation of bicycle
network plans.
2. Outline of the bicycle traffic survey method
We developed a survey use application(Bicycle
Planner) to clarify bicycle traffic routes etc. using GPS
positioning data obtainable using a smartphone. The
application is easy to use, because the test subject
simply taps the screen of the smartphone when starting
to travel, when changing traveling method, and whenreaching the destination and so on, permitting
surveying with a small burden on the test subjects (seeFig. 1). It is also a low cost survey method, because
the survey devices used are smartphones owned by thetest subjects. It can analyze the characteristics of local
bicycle use by clarifying purpose of use of thebicycles, and the sex and age group of each bicycle
user (see Fig. 2).
3. Uses of the survey results
This survey can clarify the routes traveled by thetest subjects, number of cyclists using each route (seeFig. 3), the average traveling speed of the bicycles,
trip length, and so on. These data can be used for avariety of purposes: to study using routes with heavy
bicycle traffic as routes forming part of the bicycle
network plan, verifying the effectiveness of creating a
new bicycle traffic route by comparing the trafficroutes before and after its creation, and using thetraveling speed, trip length etc. as planning goalindices when planning the bicycle network.
4. Conclusions
In the future, we will propose and support the use ofthis survey method by local governments that are

studying the preparation of a bicycle network plan.

Figure 1. Image of Operation of the Application

Figure 2. State of Bicycle Traffic can be Clarified withMajor Survey Items

Figure 3. Example of Display of Total Bicycle Traffic[Sources]
Ministry of Land, Infrastructure, Transport andTourism, Road Bureau web page
http://www.mlit.go.jp/road/road/bicycle/pdf/guideline.
pdf

Research Trends and Results

Bicycle traveling space mixing bicycles andautomobiles
KIMURA Yasushi, Research Engineer
OHASHI Sachiko, Senior Researcher (Dr. Eng.)ONIZUKA Daisuke, Guest Research Engineer
YABU Masayuki, Head
Advance Road Design and Safety Division, Road Department(Key words) Bicycle traveling space, mixed traffic lane, design
1. Introduction
Since November 2012, when the Ministry of Land,
Infrastructure, Transport and Tourism and the
National Police Agency released the Guideline to theCreation of Safe and Pleasant Bicycle Utilization
Environments1) (below called, “the Guideline”), thecreation of bicycle traveling spaces has been
beginning in earnest in throughout Japan.
Under these circumstances, the NILIM has analyzed
the effectiveness and problems revealed byfact-finding surveys of the use of bicycle travelingspace which has actually been created, and this reportintroduces part of these findings: research on mixed
vehicle lanes (a form in which bicycles andautomobiles share a traffic lane), which is one form of
bicycle traveling space.
2. Bicycle traveling space called a mixed vehicle
lane
Past provision of bicycle traveling space has often
been carried out by installing bicycle paths, which
physically separate bicycles and automobiles, or
bicycle lanes, which are separated visually, on roads
with relatively wide extra space. But looking at overallroads shows that on many roads, heavy bicycle traffic
requires the provision of bicycle traveling space where
there is no extra road width. Regarding such roads, theGuideline recommends that because of automobile
traveling speed and automobile traffic volume etc.,
even on a road where structural or visual separation isdesirable, if restrictions on width makes the provisionof such separations difficult, a mixed vehicle lane canbe studied as a temporary form. But, few mixed
vehicle lanes have been established, and it cannot be
said that our knowledge about the traffic behavior of
bicycles and automobiles is adequate. And methods ofplacing road surface indicators showing the locationsof mixed vehicle lanes for use by bicycles have not yet
been specifically established.
3. Description of the research
The NILIM is now conducting the following studies
at actual locations of mixed vehicle lanes in order to

Photo. Example of a Mixed Traffic Laneclarify the traffic behavior, safety, and comfort inmixed vehicle lane type bicycle traveling space.
(1) Analysis of bicycle/automobile traffic behavior
Change of bicycle traveling line (bicycle pedestrianpaths or traffic lanes) after provision, behavior of
bicycles and automobiles when close together or when
an automobile passes a bicycle, and whether or not
conflict occurs were surveyed and traffic behavior wasorganized to analyze safety.
(2) Study based on a traffic micro-simulation
Based on the traffic behavior so obtained, a traffic
micro-simulation capable of reproducing behavior of
an individual bicycle or automobile was done
reproducing the state of traffic on a mixed vehicle lane,
and at the same time, sensitivity analysis was
performed based on the change of bicycle andautomobile traffic volumes to clarify problems which
could occur according to traffic conditions.
(3) Survey of consciousness of users
A questionnaire survey of users was performed to
examine mutual consciousness of bicycle andautomobile users regarding travel on mixed vehicle
lanes, and the visibility and comprehensibility of roadsurface indicators, to analyze the effectiveness ofproviding mixed vehicle lanes and problems theycause.

Research Trends and Results
4. Future activities
Results of research on mixed vehicle lanes will be
regularly released by announcing reports of theseresults. And we will continue to accumulate andorganize knowledge about the provision of bicycle
traveling space, and publish this information as
technical documents to be used to support theprovision of bicycle traveling space now underway invarious parts of Japan

Research Trends and Results

Basic Analysis of Energy-saving Domestic Marine
Unit Load Transportation
SASAKI Tomoko, Senior Researcher
WATANABE Tomihiro, HeadPort Systems Division, Port and Harbor Department(Key words) domestic marine unit load transportation, fuel consumption, energy saving

1. Introduction
Response to global warming has become an
important issue, and the need for unit loadtransportation using containers, chassis, etc. are also
great.
In order to contribute to the design of policies for
future freight transportation, we conducted aquestionnaire survey of shipping companies which
operate ferries, RORO ships and container ships used
for domestic marine unit load transportation. We also
introduce the results of analysis conducted to grasp thestate of actual transportation by every ship type andthe state of measures taken by shipping companies toreduce energy consumed by transportation.
2. The outline of the questionnaire survey
The questionnaire form related to energy-savingtransportation was created separately for ferries,
RORO ships, and container ships, and it was mailed toshipping companies in July, 2012.
The recovery results are shown in the table.
Table. Questionnaire vote recovery result
Total of all ship
types

Ferry
RORO ship
Container ship
Number of shipping
companies
29 (94%)11 (100%)
10 (91%)
12 (86%)(Recovery rate)
Number of ships
55 (90%)22 (100%)
17 (89%)16 (80%)(Recovery rate)
Note: Because the questionnaire survey of more than one type of ship may have been
conducted in the same shipping company, the sum of the number of shipping
companies of all ship types and the number of shipping companies of each ship type
do not match.

3. Analysis of the questionnaire survey result(1) Actual state of domestic marine unit loadtransportation
Based on the questionnaire, the results of analysis ofoperation speed for every route section, and fuelconsumption per distance and per ton-kilometer are
shown in figure 1.
Operation speed is shown in the upper row of figure
1. The average value of the operation speed for everyroute section of ferries was the largest, revealing acharacteristic of passenger ferries.
Moreover, all types of ships sailed an average of
between 80% and 90% of their service speeds.
Fuel consumption is shown in the lower row of

Figure-1. The average actual fuel consumption per
distance differed between ship types, with that offerries the largest. However the average value of
actual fuel consumption per ton-kilometer differedlittle between ship types.
This is because the load factor of container ships
was low and that of ferries was high. So fuelconsumption per ton-kilometer of container ships washigh.
When the average value of estimated fuelconsumption per ton-kilometers when fully loaded
was compared with the actual average value, it turned
out that the average value of fuel consumption per
ton-kilometers of ferries decreases about twenty
percent, RORO ships decreases about 60 percent, andcontainer ships decreases about 70 percent.
Operation speed and fuel consumption analysis
results
Figure 1. Results of analysis of operation speed andfuel consumption
Ship type(Actual value)

Ferry(Average 5,083t)

RORO ship(Average 5,367t)

Container ship
(Average 2,357t)

Operation speed(Actual value)

Average 37.1
[km/h]

Average 34.6
[km/h]

Average 19.8
[km/h]

Cruising rate/speed(Actual value)

Average 86.3%

Average 88.5%

Average 85.3%

Average 67[kg/km]Average 44[kg/km]Average 15[km/km](Average loadfactor 76%)

(Average loadfactor 66%)

(Average loadfactor 45%)

Average
0.026 (kg/t/km)

Average0.023 [kg/t/km]

Average0.023 [kg/t/km]

Approx.
20%
reduction

Approx.
60%
reduction

Approx.
70%
reduction

Average0.020 [kg/t/km]

Average0.009 [kg/t/km]

Average
0.007 [kg/t/km]

Per unit
distance
Fuelconsumption(Actual value)

When fully
loadedFuelconsumption(Estimatedvalue)Per tonkilometer(2) State of measures to save energy in transportation
The questionnaire results are shown in figure-2.
Most shipping companies carried out slowdown
operation (97%). Many shipping companies carriedout energy-saving transportation measures which do
not require much investment in plant and equipment.
The number of shipping companies which carriedout each energy-saving transportation measureFigure 2. Number of shipping companies which tookeach energy-saving transportation measure
0
0社

10
10社

20
20社

29社
29

Slowdown 減速運航
operation
Drag reduction on the surface
of a ship's bottom
船底表面の抵抗低減
Use of an ocean 海流や風の利用
current or a wind
Improvement
in load factor
積載効率の向上
Shorteningof a route
航路の短縮
Thermal insulation,
heat barrier
断熱・遮熱対策
Improvement of a propulsive
mechanism
推進装置の改良High efficiency 主機の高効率化
of a main engine
Utilize heat of exhaust discharged froma mechanism
機関排熱の利用
Energy saving of auxiliarymachinery
補機の省エネ化
Energy saving船内設備の省エネ化
of inboard equipment
船体重量の低減
Reductionof hull weight
抵抗の少ない船体形状
Hull form
with little resistance
太陽エネルギーの利用
Utilizationof solar energy
Utilization of風力の利用
wind power
陸上電力の停泊時使用
Utilization of land electric power
during anchorage

0%

50%

100%

4. Conclusion
I would like to utilize the analysis results as data to
analyze the influence which environment and modal
shift policies have had on the cost of transport andoperation speed of domestic marine ships, etc.
[Source]TECHNICAL NOTE of NILIM NO. 716
http://www.nilim.go.jp/lab/bcg/siryou/tnn/tnn0716.ht
mResearch Trends and Results

Study of International Air-Passenger Traffic in Eastand Southeast Asia
YAMADA Yukihiro, Research Engineer
INOUE Gaku, Senior Researcher
ONO Masahiro, Head
Airport Planning Division, Airport Department
International Air-Passenger Traffic, Low-Cost Carrier

1. Introduction
The capability of Japanese airports, including those in
the Tokyo Metropolitan Area, must be enhanced because
one of their most important purposes is to enhanceinternational competitiveness by facilitating international
air traffic according to the New Growth Strategy “Japan
Revitalization Strategy” (cabinet decision on June 14,2013). Because air-traffic demand forecasting will beessential to formulate aviation policy, several studies
related to traffic demand forecasting have been conductedin the Airport Planning Division. The current method
does not take into account traffic induced by the impactof the entry of LCCs entry. An analysis of the aviation
market in East and Southeast Asia, where many LCCs
started business, would play an important role in
improving forecasting. So we analyzed recent
international air-passenger traffic in East and Southeast
Asia during 2005-2012.
There are no statistics which directly captureinternational air-passenger traffic. Instead, we used
Capstats statistics (statistics of seat capacity provided by
RDC Aviation) which accurately represent the current
state of the aviation market in East and Southeast Asia.
2. Major Findings
The increase in traffic demand in East and Southeast
Asia is remarkable and this trend is particularly strong in
the ASEAN sphere. The increase in supply by LCCs isalso remarkable. The following are major findings of thisstudy.
① Total seat capacity inside all East and Southeast
Asia in 2012 is 250 million. Since 2005, it has
increased by 42.9% (the annual rate was 5.2%). In
2011-2012, it increased by 10.1%.
② The growth rate of seat capacity on the routes
between Japan, Korea and China is lower than thatof total seat capacities among East and Southeast
Asian countries.
③ China has had the highest seat capacity in East andSoutheast Asia since 2007. Seat capacity from/to
China in 2012 has increased by 54.2%.
④ Regarding the growth rate of the seat capacity
from/to respective airports inside East and Southeast

Asia during 2005-2012, the annual growth rates inHong Kong, Bangkok, Tokyo and Macau were lessthan 3.0%, which was less than the average of all
East and Southeast Asia. On the other hand, theannual growth rates in Singapore, Seoul, Kuala
Lumpur, Manila and Jakarta were more than 5.8%.
The route between Hong Kong and Singapore has
the largest seating capacity of respective air-routes
in the year 2005-2012. On the Jakarta-Singapore
and Kuala Lumpur-Singapore routes, LCCs’ seating
capacity has significantly increased since 2009, andtotal seating capacity has also been boosted
significantly (Figure).

⑤

Figure Seat Capacity between Kuala Lumpur andSingapore
6,000,000

5,000,000

Seat Capacity(Key words)

4,000,000
3,000,000

2,000,000
1,000,000
0

2005

2006

2007

2008

2009

2010

2011

2012

LCC
Other Airlines
Total

3. Concluding Remarks
We could analyze and catch the trend of single trackroutes and LCC’s routes which could never be analyzed
thoroughly in previous studies. We are planning toconduct a similar study when other trends emerge in thenear future.
[Sources]
TECHNICAL NOTE of NILIM No.744
http://www.nilim.go.jp/lab/bcg/siryou/tnn/tnn0744.htm

Research Trends and Results

An Analysis of the Entry/Withdrawal of Low-cost
Carriers(LCCs) in International flights in the Asian
Civil Aviation Market
INOUE Gaku, Senior Researcher
YAMADA Yukihiro, Research Engineer
ONO Masahiro, Head
Airport Planning Division, Airport Department(Key words)

Low-cost Carriers(LCC), OAG Flight Guide Worldwide, Airport Planning

1.Introduction
Based on Official Airline Guides (hereinafter referred
as "OAG") and so on, we created a database of indicators
which represent features of the Asian civil aviation
market. Consequently, this paper reports on an analysis of
the Low-cost Carriers(LCCs)’ entry/withdrawal into/frominternational flights in the Asian civil aviation market.
There is no similar analysis dealing with the Asian civil
aviation market.
2.Method
Our analysis is based on the OAG. First, we selected
15 airlines which operate international passenger flights
from/to East and Southeast Asian airports. Such airlines
include both full service carriers (FSCs) and LCCs.
Secondly, we created a database consisting of the numberof seats and flights, the flight distance, the number ofairlines serving the routes and other characteristics
including the Gross Regional Product (GRP) and the
populations of cities in which departure/arrival airports
are located. Lastly, we conducted a detailed analysis of
the impact of LCC's entry into the market. The effects of
airport expansion projects and multilateral Air
Transportation Agreements(ATAs) among ASEAN
countries are incorporated into the analysis. Our analysis
targets year-over-year for 2004-2012.
3.Major Findings(1) Average Flight Distance
In most cases, average flight distances of LCCs are in
the range of 1,000-2,000 kilometers while those of FSCs
are in the range of 2,000-6,000 kilometers.
(2) Average Number of Flights
The average number of flights for LCCs significantly
fluctuates year to year. Also, in most cases, average
number of flights for LCCs are in the range of 15-25 aweek for two-ways while those of FSCs are at most 14 a
week for two ways.
(3)Trend of Air Asia Entry/Withdrawal
About 55% of all Air Asia international flights connect
the following four countries: Malaysia, Indonesia,
Thailand and Singapore. Furthermore, on such routes, thenumber of flights is larger than those serving other routes.
(4) Trend of Jetstar Asia Entry/Withdrawal
Most routes operated by Jetstar have the following

Figure Number of AirAsia Flights
Number of Flights(weekly, two-ways)
2500

OthersMacao

2000

Australia

1500

VietnamHong Kong

1000

India
500
China
0
2004 2005 2006 2007 2008 2009 2010 2011

Malaysia/Indonesia/
Thailand/Singapore

three features. First, other airlines including both FSCs
and LCCs also operate large number of flights on suchroutes. Second, both origin and destination are locatedintra Southeast countries. Third, neither Qantas nor
Valuair both of which are intercompanies of the samegroup, operate on such routes. Also, about 60 percent of
all the Jetstar Asia international flights are onesconnecting Singapore and Kuala Lumpur/HongKong/Bangkok/Ho Chi Minh/Manila/Taipei in 2012.
(5) Trend of Tiger Airways Entry/Withdrawal
Tiger Airways has already halted its services on
one-third of the routes on which it had begun operating.
The duration between entry and withdrawal is at mostthree years. Tiger Airways avoids competition with
Jetstar: the number of routes which are operated by both
airlines is low. It is assumed that Tiger Airways avoids
service cannibalization.
4.Concluding Remarks
We are planning to conduct a further detailed analysis
using the database which we have already created.
Specifically, such analysis is focused on the impact byprogress of further ASEAN ATAs and projects for airport
capability enhancement.
[Sources]
TECHNICAL NOTE of NILIM No.757
http://www.nilim.go.jp/lab/bcg/siryou/tnn/tnn0757.htm

A Case of Utilizing Results
Support of Aviation Policy Formulation by the Enhancement of
the Aviation Demand Forecasting Method
INOUE Gaku, Senior Researcher
ONO Masahiro, Head
Airport Planning Division, Airport Department(Key words)

Aviation Demand Forecasting, Low Cost Carrier(LCC)

1.Introduction
In Order to provide a basis for a technical review
aimed at further enhancement of the capability of airports
in the Tokyo metropolitan area, the Civil Aviation
Bureau announced demand predictions at a
Transportation Policy Council meeting on September 26,
2013. The predictive model was developed and improvedby the NILIM Airport Planning Division. In addition, we
gave technical advice to the Ministry regarding theapplication of the model.
This paper summarizes the predictions including asummary of the results and future prospects for the
research design.
2.Summary of the Predictions(1)Summary of the Results
Predictions were made for FY2017, FY2022, FY2026
and FY2032. The predictive model was developed basedon the Four Step Model which is often applied to various
kinds of transportation project planning. Since theprediction results are significantly affected by the GDP,
we made predictions for the following three cases:
Low-growth/Middle-growth/High-growth. The Middle
Growth scenario is based on the Japan Revitalization
Strategy formulated by the Cabinet on June 14th, 2013.
It is predicted that total aviation demand for airports in
the Tokyo metropolitan area will be 110-130 million inpassenger traffic and we will need 690-760 thousand
landing/departure slots in FY 2022(Middle-growth Case).
We also predict that such aviation demand will exceed
capacity of the airports in the same year.

(2)Improvement of the Predictive Model
The impact of low-cost-carrier(LCC) entry into thedomestic/international aviation markets is taken into
consideration by the scenario in which the increase in theshare of LCCs will cause a decrease in flight fares and anincrease in passengers. Furthermore, the effect ofTourism Policy including the visa-waiver-program fortourists and so on is also taken into account.
3.Future Prospects of the Research Design(1)Domestic Aviation Demand Forecasting
Using a stated-choice survey, we are examining airtransport demand changes when low cost carriers(LCCs)
enter domestic aviation services between Tokyo Int'l
Airport and Kansai Int'l Airport and the Linear Chuo
Shinkansen(high-speed railway) begins operation. In
order to conduct the examination, we are collecting datafrom the stated-choice survey and developing a prototype
for the mode choice model which could treat LCCs as anindependent transport mode.
(2)International Aviation Demand Forecasting
Now we are conducting a detailed analysis of the
LCCs entry/withdrawal into/from international flights in
the Asian civil aviation market. Such research findings
will be incorporated into the current international aviation
demand forecasting model.
[Sources]
Transportation Policy Council on September 26, 2013
http://www.mlit.go.jp/common/001018977.pdf

Figure. Prediction of Aviation Demand in the Tokyo metropolitan area

Predicted Number of Landings/Depatures(Domestic+International)(Thousands/year)(Number of thousand times/year)
941
1,000
762
865
800
729
775
600
691
400
200
0
1990

2000

2010

2020
Year

2030

2040

Research Trends and Results

Measures for more efficient and secure logistics
MIZUTANI Masahiro, Head
SATOMURA Daiki, Senior Researcher
Disaster and Emergency Management Division, Coastal Marine and Disaster Prevention
Department(Key words) International logistics, security inspections, logistics information
1. Introduction
In response to the 9/11 terrorist attacks of
September 11, 2001, in 2004 the revised SOLAS
Convention came into force and the Act on the
Assurance of Security of International Ships and Port
Facilities took effect.
And the United States began to demand thatexporting countries perform 100% cargo security
inspections, resulting in fear that meeting therequirements of such strengthened security could slow
down logistics.
As a result of the internationalization of industry on
the other hand, the impacts of any interruption or
slow-down of economic activities by terrorism or alarge-scale disaster will have wide repercussions, andthere is now a demand that economic activities indisaster regions be quickly restored.
So our division has conducted research to clarify
trends and characteristics of new security technologies
capable of responding to the increasingly strict
security requirements, to develop methods ofpredicting the slow-down of logistics by strengthening
inspections and of evaluating countermeasures, and tocreate logistics information systems, which will be one
tool for speeding up action to restore economies after
disasters.
2. Trends and characteristics of security measuretechnologies
We collected information about overseas emergency
response programs, and at the same time, clarified new
X-ray inspection technologies capable of discovering
hazardous substances including non-metals hidden incontainers as container cargo inspection technologies,
and identification technologies to deter suspicious
people.
3．Development of logistics slow-down prediction
and countermeasure evaluation methods
It is feared that strengthening logistics security
inspections will increase gate waiting time, causing
congestion of trailers.
So we conducted a field survey to clarify the actual
situation and performed numerical simulations thatcan represent and evaluate the situation. The change ofwaiting time caused by longer inspections was also
numerically simulated, showing that if inspection timeincreases, it will be impossible to deliver all cargoes topiers. A numerical simulation confirmed that it would
be possible to handle the cargoes by changing present
specialized lanes into multi-purpose lanes as acountermeasure.

Photo. View of vehicles waiting for a gate to open
Approximately 300 vehicles are waiting
4. Internationalization of logistics information
systems
It is necessary to clarify the state of logistics at
normal times in order to promptly takecountermeasures when an international logistics
network has been disrupted by a disaster or byterrorism.
Logistics information systems are now being built
around the world, but it would be beneficial to build
an information network linking nations and able todeal with international supply chains. So we arecooperating with administrative bodies in theconstruction of container logistics information
networks linking countries.
5. Conclusions
At this time, the internationalization of
manufacturing etc. has given international logistics
networks an important role in the international
economy, and any slow-down of logistics could slow
down international economic activities.
So technologies that can be used to smooth logistics
are becoming increasingly important, and we willconduct research to create more efficient security

countermeasures and logistics.
[Sources]
TECHNICAL NOTE of NILIM
695http://www.nilim.go.jp/lab/bcg/siryou/tnn/tnn0695.htm

Research Trends and Results

Collaborative research with the U.S. and Europe on
ITS
KANAZAWA Fumihiko, Head
SAKAI Koichi, Senior Researcher
MAWATARI Shingo, Senior Researcher
TSUKIJI Takahiro, Researcher
Intelligent Transport Systems Division, Research Center for Advanced Information Technology(Key words) Probe data, application, evaluation tools and methods
1. Introduction
The Intelligent Transport System Division is
performing collaborative research in the ITS field with
the U.S. and Europe under a Memorandum of
Cooperation in the field of ITS (Intelligent Transport
Systems) signed between the governments of Japanand the U.S. and the governments of Japan and theEuropean Commission. This paper reports on the
results of research conducted between Japan and the
U.S. concerning probe data and evaluation tools andmethods, which are two prioritized research areas
identified with the U.S. and with Europe, and on the
directions of future trilateral collaborative research
between Japan, the U.S. and Europe.
2. Collaborative research on probe data
Japan and the U.S. have exchanged information
about research on ITS at annual bilateral meetings since
1993 and at task force meetings held several times since2009, and collaborative research on probe data wasstarted in 2010 to promote research and development in
the two countries. In the collaborative research, probe
data was jointly defined, then probe data and probe datasystems in Japan and the U.S. were compared, to
specify 19 probe data enabled applications. Of these,seven high priority application bundles considering
their feasibility, public sector application, usability on
expressways, and international standards harmonization
were developed, and from among these, three
applications were jointly selected for further
collaborative research (see the Table). The contents up
to this time were summarized in the assessment reportin November 2013. In the future, with the participation
Table. Three Selected Applications
Application

OutlineApplication to clarify road traffic[1] management indices (travel time,
speed, etc.)

It will collect time, location, speed and other probe data
to clarify times and sections congested for use inenacting road plans etc.

Application to harmonize vehicle
traveling speeds

It will collect time, location, speed and other probe data
to clarify the state of traffic, aiming to maximize traffic
volume and reduce accidents by supplying informationsuch as recommended speed.

Application to provide road[3] management work support using
weather information

In addition to time, location, speed, and acceleration, it
will collect the state of operation of wipers, back lamps,
head lamps, ABS and other aspects of state of operation
obtainable from CAN data, and car mounted camera
images as probe data for use in road maintenance work.

[2]of Europe, trilateral collaborative research will be
undertaken concerning technological research on eachapplication and cross-cutting issues including security,
standardization, privacy, and data ownership.
3. Collaborative research on evaluation tools andmethods
In order to promote research and development andthe deployment of ITS, evaluation tools and methods
to verify the effectiveness and benefits of ITS are
needed. Although Japan and the U.S. have alreadydeveloped their own methods of evaluating theeffectiveness of ITS, no common methodology isapplied consistently across evaluation efforts within
Japan and within the U.S. Thus, Japan and the U.S. areconducting collaborative research on evaluation tools
and methods in order to develop a consistentmethodology to evaluate the performance andcost-benefits of ITS. The collaborative research hasorganized performance indicators and evaluation tools
and methods which are used in Japan and the U.S.,
and in November 2013, prepared an interim report ofthe contents of the research completed up till that time.
In the future, a common glossary of terms used inJapan and the U.S. will be developed, evaluation tools
and methods used in the U.S. and in Japan
respectively will be comparatively analyzed, andcategorization and organization of evaluation methods
will be developed.
4. Conclusions
In the future, Europe will join this activity to
expand probe data collaboration from a bilateral to atrilateral effort, and a report on probe data will be
prepared with October 2015 as the target. A report on
evaluation tools and methods will be prepared by
Japan and the U.S. with September 2014 as the target.
[Sources]
1) Probe data fact sheet
http://www.its.dot.gov/factsheets/us_japan_probedata.htm

2) Evaluation tools and methods fact sheet
http://www.its.dot.gov/factsheets/us_japan_evaluationtools.htm

Research Trends and Results
Bidding trends in the field of civil engineering consulting
MORITA Yasuo, Researcher
KOBAYASHI Hajime, Senior Researcher
YOSHIDA Jundo, Researcher
MINAMI Masahiro, Guest Research Engineer
Construction Management Division, Research Center for Land and Construction Management(Key words) consultant engineering, bidding method, Quality and Cost Based Selection (QCBS)

2. State of bid value with QCBS
The ratio of each bid value to Threshold Price for
Low Price Inquiry is defined as the “Threshold Price
Ratio”, and the table shows the frequency of theappearance of Threshold Price Ratios from 1.0 to 1.05
in bidding for works executed by regional
development bureaus etc. It shows that all bidders
which include a successful bidder who bid directly
above the Threshold Price for Low Price Inquiry are
increasing every year. We interviewed contractors
about this tendency, and they pointed out that incases where, even through their technological capacity
is superior, the difference in technology scores
between them and others are small or unclear, it isdifficult to shift their technological capacity to price,
and ultimately, the competition becomes a simple
price competition2).
Table. Frequency of Threshold Price Ratios from 1.0 to
1.05
Successful bids
All bids

FY20090.211
0.231

FY20100.359
0.420

FY20110.553
0.600

FY20120.635
0.657

3. Technology evaluations in QCBSIn response to the information pointed out above,the distribution of first or second technology scores forvarious works to which QCBS was applied in FY2012
when QCBS was applied, were organized in the chart.
Although the difference in scores exceeded 5 points inabout 27% of the work cases, the technology score
difference was extremely small at 1 point or less inabout 26% of the work cases.
Figure. Distribution of Differences Between Scores ofFirst and Second Technology Score
Number of
cases
件数

1000
800
600
400
200

※分析対象件数：5,090件※Numberof cases analyzed: 5,090

Average score: 4.06
平均得点差：4.06

Percentage
of all cases
全件数に占める割合

5<
27.2%

=0
8.2%

<=1
18.1%

<=5
6.8%

<=4
8.7%

<=2
16.7%
<=3
14.3%

0
=0
<=4
<=8
<=12
<=16
<=20
<=24
<=28
<=32
<=36
<=40
<=44
<=48
<=52
<=56
<=60

1. Introduction
Since the FY2007 introduction of the Quality and
Cost Based Selection (QCBS), method of deciding
the successful bidder by comprehensively evaluating
price and technology, for civil engineering consulting
ordered by the Ministry of Land, Infrastructure,
Transport and Tourism , the number of orders has
steadily increased until it reached about 47% of allorders for civil engineering consulting in FY2012.
And during this period, various low bid prevention
measures such as the Assessment System for Certain
Accomplishments (multiply the number from 0.0 to
1.0 by engineering points of the bidder whose bidding
price is lower than Threshold Price for Low Price
Inquiry) were introduced to QCBS, lowering the low
successful bid rate to 0.2%.
On the other hand, the tendency for bidding prices tobe concentrated near the threshold price for low priceinquiry has strengthened, and bidding is being
conducted under strong consciousness of pricecompetition as in the past.

Difference between
得点差 scores

4. Future research
We are worried that excessive price competition
lowers not only quality, but also technology capabilityof the entire construction industry. In order toappropriately evaluate technology capability, we wish
to study revising the technology evaluation procedure
in QCBS, and also to study the best way to apply
ordering methods including Quality Based
Selection and competitive price selection .
And as a result of decline in the quantity of orders
in recent years, competition between regional
companies and major consultant companies
which
active over wide areas of Japan has been seen in somefield of works3). In order to study ways to carry out
nurturing of regional companies to handle theresponse to disasters, we wish to spotlight bidding
trends by company category in the future.
[Sources]
1) State of implementation of bidding and contracting
in consultant engineering
http://www.nilim.go.jp/lab/peg/siryou/chousasekkei_hinkak
ukon/20130325shiryou2.pdf

Research Trends and Results2) Yoshida, Morita, Otani, Minami:
A Study Of Competition Between Major Consultant
Companies And Local Ones In The Field Of
Construction Engineering Service, Journal ofConstruction Management and Engineering(VI),
December 2013
3) Minami, Morita, Otani, Yoshida:
A Study of the Quality and Cost Based Selection
System which is Operated by Ministry of Land,
Infrastructure, Transport and Tourism in the field ofConstruction Consultant Engineering, Journal ofConstruction
Management
andEngineering(VI),December 2013

Research Trends and Results

Study of introducing the negotiated bidding method
into bidding and contracting of public works
MORITA Yasuo, HeadOHIRA Kazuaki, Senior Researcher
TAJIMA Takashi, Researcher
UMANO Koji, Guest Research Engineer
SHIRAISHI Kaoru, Guest Research Engineer
NAKAMURA Keiji, Guest Research Engineer
Construction Management Division, Research Center for Land andConstruction Management(Key words) Public works, bidding and contracting, Quality and Cost Based Selection , negotiated bidding method

Rank of winning bidder
Work nameTechnology
evaluation score

Bid price○○district box culvert work

3rd

2nd

□□bridge damage restoration and restoration of a collapsed
bridge1st

1st△△district multi-purpose utility tunnel work

2nd

1st

3rd

1st

3rd

1st

◆◆Viaduct superstructure work

6th

1st

◇△Bridge superstructure work

2nd

1st

●●Dam redevelopment and construction of tunnel outlet works
gate room system
××Dam redevelopment, construction of tunnel outlet works
system of inlet●
State where the company which made the best technology proposal cannot be specified
Company with the lowest technical evaluation score (6th) won the bid with the lowest price etc.

3. Studying the negotiated bidding method
Under the negotiated method which is now being
studied based on the state of the technical proposal
evaluation type (type A) of this kind, the contract issigned after the company which has made the best
technical proposal has been designated as thecompany with first refusal rights, negotiations are
conducted with that company to confirm the execution
methods based on the technical proposal, and set theprice (unit price or rate), and the negotiations havereached an agreement. (If these negotiations fail, theorderer negotiates with the party with second rights ofrefusal.)ＮＯ

Signing contract

Deciding on contractor

Setting selling price andadjusting estimates

Agreement YES
reached?

Confirming work methods
and negotiating price withcompany with right ofsecond refusal[Directions of study]
If the negotiations with the company with rightof first refusal fails, negotiations with thecompany with right of second refusal begins

Confirming work methods
etc. and negotiating priceDeciding the party withright of first refusal(Technical dialogue, andimprovement of thetechnical proposals etc.)
Screening of Technology

Figure. Flow Chart of Negotiated Bidding Method
Submission of technicalproposals

2. Diverse bidding and contracting methods(negotiation bidding method)
The negotiated bidding method is already used
overseas under the EU Public Procurement Directiveor the U.S. Army Corps of Engineer’s ECI (Early
Contractor Involvement) procurements, and in Japan,
a similar method is applied under the construction
consultants’ proposal method. For public works
projects in Japan, the Quality and Cost Based
Selection (technical proposal evaluation type (type A),
which uses the superior technical capacity of privatecompanies based on technical proposals, for works forwhich the orderer cannot prepare standard
specifications for example, is applied, but as shown in
the table, it is difficult to use private sector knowhow
etc. without specifying the company that has made thebest technical proposal.

Table. Table of Advanced Technical Proposal Type in
FY2012

Announcement

1. Introduction
Almost 100% of works under the Ministry of Land,
Infrastructure, Transport and Tourism are handled
uniformly by Japanese bidding and contracting
methods such as the open competitive bidding and
Quality and Cost Based Selection, etc., and it isdifficult to use diverse bidding and contracting
methods to adapt to the needs of the times or tocharacteristics
ofprojects.
Therefore,
theCentral Council
forConstruction Contracting
Business has announced that it intends to revise thesystem by, for example, systematically positioning
diverse bidding and contracting methods orintroducing the negotiated bidding method: selecting
the company with the highest level of technology
through a public subscription and then signing acontract based on negotiations concerning price andconstruction methods.

This method is described with reference to a method
given a trial in the selection of a CM contractor by the
Urban Renaissance Agency.
4. Future schedule
The negotiated bidding method is being studied byapplying it to a case where it is difficult to set
specifications because of characteristics of the work(case where it is necessary to use this method
considering the past ordering by the orderer), but inthe future, we will study details of procedures for its
operation while hearing the views of the Advisory
Board on Future Construction Production And Control
Systems to Fulfill Orderers’ Responsibilities, which
was established in 2013, including possibility ofapplying it to works where local conditions and otherexecution conditions are complex and highly unique,so it is difficult to specify specifications in advance.

Research Trends and Results

Comprehensive public works procurement methods
in the U.S. and the U.K.
MORITA Yasuo, HeadSADO Chikako, Researcher
Construction Management Division, Research Center for Land and Construction Management(Key words) Indefinite quantity contract, ID/IQ, framework agreement
1. Introduction
Procurement of works by the Ministry of Land,
Infrastructure, Transport and Tourism (MLIT) is now
almost always done by open tendering and the overall
evaluation system, while the procurement method is
the uniform tendering and contracting system. In
America and Europe on the other hand, diverse
procurement methods are used.
The NILIM is surveying overseas procurement
methods of this kind in order to contribute toimprovement of public procurement in Japan, and thispaper reports on comprehensive procurement methods.

Figure. ID/IQ Flow in the U.S.
Basic contract
Notice and Issue
Solicitation

・Specify estimated number of awards, contract
period, total quantity (max. min.), TO scale (max.
min.), minimum guarantee, award criteria etc.

Submission of
Proposal・Normally, technical proposal and price proposal(unit price etc.) are both submitted. Past
performance is also evaluated.

Evaluation

・Award criteria is usually the best value trade-off(overall evaluation of price and technical factor).

Award Contract

・ More than one are awarded. Generally
between 3 and 15.

TO (Task Order)

2. ID/IQ in the U.S.
Under Federal Acquisition Regulation (FAR),
Indefinite-Quality Contracts are stipulated as one typeof Indefinite-Delivery Contracts. Indefinite-Quantity
Contracts, which are generally called ID/IQ, aresigned as comprehensive contracts in which both theprocurement period and quantity are unspecified, andare used by the US Army Corps of Engineers (flood
control structures etc.) and by the Federal Highway
Administration.
An ID/IQ contract includes a basic contract andindividual orders based on the basic contract calledtask orders (below, “TO”).
The figure shows the basic contract and TO
procedure. The request for a basic contract indicatesthe maximum and minimum quantities of both thebasic contract and the TO (total quantity). The award
criteria is trade-off with the best value (total
evaluation of price and technical factors) for the basic
contract, while for a TO, it is often the lowest price.
The basic contract request, in many cases, presents theinitial TO and specifies the awardee of the first TO at
the same time as it specifies awardees of the basic
contract.
The contract period is often a maximum of five
years, and the initial basic contract is considered one
year + option year(s), and renewal agreements areoften signed.
3. Framework agreement in the U.K.
A framework agreement (below, “FA”) is stipulatedby the Directive 2004/18/EC. A FA is defined anagreement between one or more contracting・Every basic contract awardee are notified of the

Notice (Inform) andIssue Solicitation

TO・Public notice is optional (not legally required)・ Specify Details of the works and evaluation
method.

Submission of
Proposal・Normally only the price proposal is submitted. A

Evaluation

Award Contracttechnical proposal is requested for a difficult
case.
・Award criteria is often the lowest price.

・One is awarded.

authorities and one or more economic operators, thepurpose of which is to establish the terms governing
contracts to be awarded during a given period, inparticular with regard to price and, where appropriate,
the quantity envisaged. The term of the FA may notexceed four years. Where a FA is concluded withseveral economic operators, the latter must be at least
three in number. The U.K. stipulates regulations
similar to those of the directive in The Public Contract
Regulations.
The award criteria of a FA in the U.K. is done in thesame way as procurement of normal independent
contracts, contracting authorities use ‘the mosteconomically advantageous’ (not the lowest price).
There is no legal obligation to issue a public notice ofan individual contract based on the FA (called a“Call-off”), that may be directly awarded byapplication of the terms laid down in the FA, or beawarded by mini-competition.
4. Conclusions
The comprehensive procurement method is used forconstruction and for maintenance in both the U.S. andResearch Trends and Resultsthe U.K. At this time, MLIT uses the comprehensive
method exceptionally under a cooperative agreement
on disaster response, but we think that it may bepossible to apply comprehensive methods much more
widely.

Research Trends and Results

Integrated control of maintenance information forbridges using three-dimensional models
AOYAMA Noriaki, Senior Researcher
TANIGUCHI Hisatoshi, Researcher (Dr. Information Science)
FUJITA Rei, Guest Research Engineer
SHIGETAKA Koichi, HeadInformation Technology Division, Research Center for Advanced Information Technology(Key words) CALS/EC, bridge, three-dimensional data, maintenance
1. Introduction
The NILIM is conducting research on
three-dimensional data standardization technology andvisualization technologies to be used for computerized
execution or at the maintenance stage in order toadvance and increase the efficiency of public works.
This research is the study of methods of performing
integrated control of bridge maintenance information,as part of the construction of an infrastructure for thesmoothdistribution
andutilizationofthree-dimensional data in public works.
2. Prototype of the system
Bridge maintenance accumulates records ofinspections and repairs at the maintenance stage in
addition to various kinds of information generated at
the design and construction stages. The system that is
proposed here will, with a three-dimensional model
prepared at the design stage as its platform, centrally
control information useful for maintenance by enteringand linking this information. The use of thethree-dimensional model will simplify the clarificationof the spatial positions of each structural body andmember of the entire bridge, permitting information
control with superior traceability and searchability.

The figure shows a prototype of the proposed system.
The system consists of a rough three-dimensionalmodel to confirm the surrounding topography and thebridge shape, detailed three-dimensional models ofeach member and structural body, and an external fileserver to store information of various kinds. The
external file server can, in order to simplify its
introduction and operation, be prepared using market
software and hardware not used by specialized
systems, and various kinds of information inside each
three-dimensional model and the external file service
are controlled by linking with hyper-links.
The system has the ability to centrally control thehistory of information by clarifying data renewal
sequence based on the folder structure inside theexternal file server and on naming rules, in order toinsure traceability of the various kinds of information
used at the maintenance stage.
3. Conclusions
In the future, we will study integrated control of
information with, as the platforms, two-dimensional
screens or simple three-dimensional models
considering links with existing related databases anduse for maintenance of existing bridges.

Figure. Prototype of the Maintenance Information Control System Using a Bridge Three-dimensional ModelResearch Trends and Results

Evaluation of traffic related public works projects inforeign countries —Present situation in England—
MORITA Yasuo, Head
KOBAYASHI Hajime, Senior Researcher
SADO Chikako, Researcher
TAJIMA Takashi, Researcher
Construction Management Division, Research Center for Land and Construction Management(Key words) Public works project, project evaluation, traffic related public works project, road project, England
1. Introduction
The NILIM has been conducting survey research toadvance and improve public works project evaluation
methods, but many past surveys prioritized parametersetting and other detailed features of evaluation
methods, so beginning in FY2013, it will focus its
survey on the interrelationships of public works
project planning systems, decision-making methods,
and project evaluations. In FY2013, it surveyed traffic
related public works project evaluations in England,
the United States, and Germany, but this report will
introduce the present situation in England divided into
four levels for simplified comparison with Japan.
2. Policy level
At the level—Aiming in the overall direction which
the government has proposed, inducing thegovernment’s series of linked decision making (Plan,
Program, Project decisions)—it is a level
corresponding to “forming a network permitting use
from throughout the country in about 1 hour”, which isa basic concept of the High Standard Arterial Road
Network Plan in Japan’s Fourth Comprehensive
Development Plan (1987). In England, after theestablishment of the Cameron government in 2010, thePublic Services Transparency Framework was adopted
as a new framework for policy evaluations, and every
ministry has prepared a Business Plan that includes avision, allied priority matters, structural reform plan,
ministry expenditures, and transparency. The
Department for Transport complied with this in 2010by preparing the Business Plan 2011-2015, which is aconcrete mid-term plan that includes road and railway
investment program, expenditures plan etc.
3. Plan (basic planning) level
The level—Strategies and concrete plans enacted todefine the policy in detail and move to its
implementation—is a level corresponding to Japan’sHigh Standard Arterial Road Network Plan (14,000k).
In England, the Department for Transport announced
Investment in Highway Transport Schemes in 2010
concerning large-scale road projects, and while it is

not as long term a plan as Japan’s, it corresponds to
the Plan level. The Schemes present plans for
implementation of large-scale road projects in detailfrom the medium to long term, and specificallypresents plans for projects which should be started in
the period (2010 to 2015), projects which should bestarted after 2015, projects whose implementation will
be studied, and projects whose start-up is postponed.
The priority of large-scale road projects is set fromfour perspectives: public’s value for money, strategic
value, feasibility, and effects incalculable in monetary
terms.
4. Program level
At the level—Schedule with coherence: plan isdetailed and consists of promises, methods, andactions that advance it to implementation—it
corresponds to Japan’s Priority Plan for Social
Infrastructure. In England, the Business Plan
2011-2015 mentioned above corresponds to this level.
The expenditure plan in the Business Plan is based on
Departmental Expenditure Limits, decided throughnegotiations with HM Treasury.
5. Project level
This is the level which corresponds to Japan’s new
project adoption stage. In England, the Department forTransport’s project adoption process is stipulated indetail by the Project Control Framework Handbook.
This process consists of 7 steps from the policy option
formation to project completion, and at times
important for the construction decision, the Minister ofTransport and the HM Treasury must approve it. The
results of project evaluations are organized in the
Appraisal Summary Table, that includes a variety ofquantitative and qualitative items other than B/C, andit reflects public comments or opinions voiced at
public hearings. Reports summarized in it are used by
the Minister of Transport for decision-making.

Research Trends and Results

Collection and analysis of people and vehicle
movement data using a smart-phone application
HASHIMOTO Hiroyoshi, Researcher
YAMAZAKI Takahiko, Guest Research Engineer
TAKAMIYA Susumu, Head (Phd.)
Traffic Engineering Division, Road Department(Key words) Smartphone, probe-person survey, big data
1. Introduction
At the basic policy meeting of the Road
Subcommittee of the Panel on Infrastructure
Development held February 6, 2013, the importanceof clarifying the movement of people using ICT wassuggested, and the NILIM is conducting research on
methods of collecting and analyzing people andvehicle movement data. This report introduces anoutline of a method of collecting people and vehicle
movement data using a smart phone application(below, “the App”) developed by the NILIM.
2. Outline of a survey using the App
The survey was done by having test subjects
download the App, which they then used to enter
information to be collected by the survey (purpose of
movement,
movement
method,departure
location/destination, and location information obtainedby the smartphone’s GPS function, and so on.) Figure
1 shows operating screens of the App.
3. Survey in Tsukuba City
For one month in November 2013, a survey ofpeople who lived or worked in Tsukuba City and was
carried out using the App (Fig. 2). This survey wasdone by the Tsukuba Mobility Traffic ResearchCommittee1) in cooperation with Tsukuba City.
As a result of the study, 138 people participated.
Almost half of these people were aged from theirforties to sixties, and a people in a wide range of ages
took part (Fig.3). The typical movement method
percentages were about 60% by car, followed bybicycles and train (Fig. 4). The average number oftrips was about 2.7 per day (trip/persons), andcollected data was similar to the nationwide FY2010
PT (weekdays: 2.84 (trips/persons), holidays: 2.91
(trip/persons)).
4. Conclusions
The survey done using the App is characterized by
its ability to collect actual movement trends of the test
subjects in detail, unlike a questionnaire survey. The
survey in Tsukuba City attracted a wide range ofparticipants, but to establish a data survey method,
ensuring test subjects and unbalanced attributes areproblems. In the future, we will continue to study
people and vehicle movement data study methods, as
we research data analysis technologies based on thedata which was collected.
Figure 1. Smart Phone Application Operating Screen
Departs home

Tap [Departure]
Select movement method (car)and purpose of movement(commute to work)

Changes to train atstationTap [Transfer]
Select movement method
transferred to (train)

Walks from station to work

Tap [Transfer]
Select movement method
transferred to (walking)Arrives at work

Tap [arrived] after you reachdestination

Figure 2. Movement History Collected by the Study(Example of NILIM employee)

G

S

Figure 3. Attributes of Study Participants

Research Trends and Results
Figure 4. Typical movement Method Percentages[Sources]
1) Tsukuba Mobility Traffic Research Committee
http://www.city.tsukuba.ibaraki.jp/dbps_data/_materia
l_/_files/000/000/015/445/No77.pdf

Research Trends and Results

Movement of people, development of a platform, andworking on the application of transportation planning
IMAI Ryuichi, Researcher (Ph.D.)
IBOSHI Yuki, Researcher
TAJIMA Satoshi, Guest Research Engineer
FUKADA Masayuki, Guest Research Engineer
SHIGETAKA Koichi, HeadInformation Technology Division, Research Center for Advanced Information Technology(Key words) Movement of people, Trail data
1. Introduction
Information that can clarify the actual way people
move collected 24 hours/day for 365 days/year on anationwide scale from smartphones, car navigation
systems, transportation smart card systems etc. (below,“movements of people”) is counted on to be used in avariety of fields.
The NILIM is researching the possibility ofapplying diverse movements of people totransportation planning by developin a platform
capable of collecting and analyzing such information1). This paper reports on the results of a verification of
the possibility of applying diverse movement ofpeopletotransportation
planning
throughcombinational analysis of this information and future
prospects.
2. Trial of combinational analysis
This research performed features analysis of diverse
movement of people and abstraction of usage scenes
in the transportation field, verifying that it is possible
to apply diverse movements of people to each usage
scene based on a case study of combinational
analysis2). The following introduces examples of theresults of a case study of combinational analysis thatclarifies the actual state of public transportation
services.
In order to promote the use of public transportation
by making it more convenient, it is important toprovide public transportation adapted to the residents’needs. The figure shows an image of the abstraction oflatent demand for public transportation. As one
applicationof
thiscombinational
analysis,superimposing the flow of people in mesh form
obtained from cell phones and actual bus usage byroute, by bus-stop, and by time period obtained fromtransportation system IC cards etc., we succeeded inclarifying the actual movement before and after
boarding/alighting from busses at bus-stops in addition
to the state of boarding/alighting at each bus-stop(figure on left). By comparing this with population
distribution by mesh based on the national census andthe Basic Residents Register, it was possible to clarify
areas where, although the latent demand (populationof elderly people etc.) is high, bus use is low (public
transportation usage promotion areas). (Fig. on right)
It can be said, that in this way, combinational
analysis of multiple movements of people can analyze
or visualize the state of transportation, which isdifficult to do with only a single movement of people,
so that it can be applied to transportation planning.
3. Future prospects
The results of the research were obtained throughactivities of the Tsukuba Mobility Traffic ResearchCommittee3). In the future, we will verify the
combinational analysis of diverse movement sof
people in the field and clarify the possibility ofapplying it to transportation planning.
Figure. Image of Abstraction of Latent Demand for
Public Transportation[Sources]
1) Information Technology Division: Movement ofpeople, information infrastructure and Working on theapplication of transportation planning<http://www.nilim.go.jp/lab/qbg/bunya/gis/idoujyouhou.html>2) Imai, R., Fukada, M., Shigetaka, K., Yabe, T.,
Makimura, K., Adachi, R.: Feasibility study on
applicability of multi-trial data using combinational
analysis in urban transportation planning, Collectedpapers on Civil Engineering Planning, Vol. 48, 20133) City of Tsukuba: Clarifying movement of people(urban activities) in Tsukuba City, Tsukuba Mobility
Traffic Research Committee
http://www.city.tsukuba.ibaraki.jp/dbps_data/_materia
l_/_files/000/000/015/445/No77.pdf

Research Trends and Results

Development of a road management support systemusing road infrastructure map information
IBOSHI Yuki, Researcher
IMAI Ryuichi, Researcher (Dr. Eng.)KIMURA Atsushi, Guest Research Engineer
TAJIMA Satoshi, Guest Research Engineer
SHIGETAKA Koichi, HeadInformation Technology Division, Research Center for Advanced Information Technology(Key words) Road infrastructure map information, road management support system
1. Introduction
Road management spans many categories of work,
including administrative counseling, road inspections,and pavement management. Various kinds ofinformation are handled to perform each category ofwork, but much of this information is related to maps.
Road infrastructure map information consists of large
scale (1/1,000 or higher) road maps that represent 30
road structures such as traffic lanes with graphics, andthey are prepared using road work completion
diagrams. If there were mechanisms able to linkvarious kinds of information used for roadmanagement and perform superimposition display onroad infrastructure map information, it would permit
spatial searching, statistical processing, analysis etc.
and would be counted on to contribute to more
efficient and more advanced work.
The NILIM has developed a prototype of a roadmanagement support system using road infrastructure
map information (called “Road Web Map”) which has
been trial operated by a road manager.
2. Outline of the Road Web Map
A characteristic of the Road Web Map is that it
shares various categories of information about roadmanagement using road infrastructure map
information as a sharing infrastructure (see Fig. 1).
Figure 2 is an image of the functions of the RoadWeb Map. The infrastructure for each type of work
includes map searching and other sharing functions
and a user’s management function. Individualfunctions specialized for each work type are added tothis infrastructure.
3. State of development
In the past fiscal year, through repeated discussions
with road managers, the functions which the roadinfrastructure web map must provide were abstracted,
and the required function conditions were defined. We
asked private companies that develop and build
systems related to GIS applications or roadmanagement work for their opinions concerning

required function conditions and summarized theresults in the Required Function Conditions
Definitions1).
This fiscal year, the prototype of the common
functions and the individual function, administrative
counseling function were developed based on theRequired Function Conditions Definitions. And the
Chiba National Highway Office of the Kanto Regional
Development Bureau performed a trial of the
prototype, and organized the operability of the RoadWeb Map and the effectiveness and usefulness of andproblems with each function.
4. Conclusion
In the future, we are eager to improve the RoadWeb Map based on challenges clarified by the trial
operation, and at the same time, add other individualfunctions and perform development to begin actual
operation at the National Road Offices.
Figure 1. Overall Image of the Road Web Map

Figure 2. Image of Functions of a Road Web Map

Research Trends and Results[Sources]
1) R. Imai, Y. Sasaki: Initiatives for more efficientroad management using large scale road maps, Civil
Engineering Journal, No. 54-3, pp. 45-46, 2012

Research Trends and Results

Efforts of Preparation for the Draft of Building
Related Technical Standards
ANDO Koji, HeadINOUE Namihiko, Senior Researcher
IWATA Yoshihiro (Dr. Eng.), Senior Researcher
KABEYASAWA Toshikazu (Dr. Eng.) Researcher
TOJO Akira, Researcher
Standards and Accreditation Division, Building Department(Key words)

Buildings, Technical standards

1. Background
Although technical standards for the security of safety
have been stipulated in the building standards law or the
like, in regard to technical standards, it is necessary toappropriately reevaluate them based on the progress ofinvestigative research and technological development andthe lessons of disasters.
For this reason, as a system to carry out standardization
based on the result of studies in NILIM and the building
standards promotion projects (the subsidiary projects by
the Ministry of Land, Infrastructure, Transport andTourism: the Nation configures research subjects relevantto the improvement of building standards to subsidize
research expenses for operation entities selected by open
recruitment), the Building Structural Standards
Committee (Chairperson: Tetsuo Kubo, Professor
emeritus at the University of Tokyo, from fiscal 2013)
will be established and the Building Fire Prevention
Standards Committee (Chairperson: Makoto Tsujimoto,professor at the Tokyo University of Science, from fiscal2012) in NILIM, the system to prepare drafts of technicalstandards has been established based on external experts’opinions. Furthermore, aiming to upgrade/streamline fortechnical standards, we will establish “Contact Point” towidelydeal
withproposalsforimprovements/reevaluations from private sectors or thelike.
2. Building Fire Prevention Standards Committee
For timber buildings whose gross area exceeds 3,000m2,
due to concern to affect tremendous risks to peripheries in
the case of fire of the building concerned, in accordancewith the Building Standards Law, Article 21, Paragraph 2,
it is now compulsory that major structures shall be madefire-resistive construction. Furthermore, structures whicha multitude of persons utilize and those to be used forsleeping, in order for staying persons to ensure
evacuation/rescue, to make it fire-resistive building or
quasi-fire-resistive building according to the number ofstories or areas is made compulsory and a three story
school shall be a fire-resistive building.
In the Building Fire Prevention Standards Committee,
based on the results of fire experiments by actual scalemodels for timber structure schools which had been
implemented from fiscal 2011 to 2013, deliberations werecarried out in reference to reevaluations for the provisions
or the like concerned in regard to timber structure threestory schools (held five times in fiscal 2013 by
December).
3. Contact Point
The Contact Point* is where we receive proposals fromprivate operators with respect to reevaluations fortechnical standards and the improvement for new
standards based on the Building Standards Law or the
like, and with regard to proposals received, deliberations
are carried out in cooperation with the Building ResearchInstitute, in NILIM in view of technical aspects. For FY
2013, four cases of proposals have newly been received(as of December), and we have been carrying out
deliberations in tandem with proposals received in thepast.
*Inaugurated on the homepage on the Information Center
for Building Administration
4. Schedule in the future
Based on the trend of deliberation in the Council for
Social Infrastructure, we are continuing to carry out
deliberations on reevaluations for technical standards incompliance with the development for investigation
research and progress and so on.

Research Trends and Results

Development of Accessibility Indicators Evaluating
the Livelihood Convenience of Cities
AKASHI Tatsuo (Dr. Eng.), HeadUrban Planning Division, Urban Planning Department
FUJIOKA Keitaro, Head
TAKAYANAGI Yuriko (Dr. Eng.), Senior Researcher
Urban Facilities Division, Urban Planning Department(Key words)

Intensive type Urban Structure, Public Transport Oriented type, Accessibility Indicator, PDCA

1. The characteristics of accessibility indicators
The Ministry of Land, Infrastructure, Transport andTourism aims to realize urban structures of an intensive
type. For this reason, in order to correct the excessive car
dependency trend in which low residential density isthinly spread, the Urban Planning Department hasdeveloped an accessibility indicator to comprehend thecurrent status and evaluate a policy draft. This indicatorillustrates easiness of a means of transportation other thancars (public transport, bicycles, or walking) to reach fromresidential areas to the spot where urban service facilities
are located.
The purpose of this research is to assist for staff of local
public authorities in charge of urban planning/urban
transport planning to evaluate and improve the current
state of the urban structures for themselves when
implementing periodical review for planning (PDCA).
Therefore, we defined the indicator based on the timerequired (unit: minutes) so as to readily be understood
intuitively. We will describe the outline of two categories
of accessibility indicators in the following.
2. Accessibility indicator for public transportation
This indicator evaluates easiness in utilizing public
transport at each point in the urban areas (mesh) as being
higher if users can reach the boarding zones (railroad
stations or bus stops) in less time and the frequency oftransport service is high, and the indicator is boosted to behigher proportionately. The indicator value is a sum of
the transfer time required for reaching to the boarding
zones of public transportations by road and the waitingtime to board the bus or train. In addition to the distancefrom each spot to the boarding zones, there is acharacteristic in a point deemed as a time required bytransforming the number of routes and operating
frequencies utilizable from there to the expectation value
synthesized averaged waiting times according todirections/routes.
3. Accessibility indicator for urbanized services
This indicator evaluates according to the amount oftime required (minutes) for reaching sites with facilities
offering urbanized services (central parts of town andcentral stations, nearest hospital complex or the like) byroad and using public transportation during the time zoneof daytime on weekdays.

figure1: Trial calculation example of Accessibility
indicator (hospital)
4. Publication schedule for outcomes
Using the indicator developed here, regarding a)location of residential areas, b) location of facilities
offering urbanized services, c) location and service
frequency for public transport to connect both sides, thechanges in accessibilities before and after theenforcement of policies can be forecast and evaluated forthese three multiple policy drafts. An interpretation for
utilization method including examples of policy
evaluations using the indicator is slated for its publicationfrom the homepage of the Urban Planning Department asa Guide for Accessibility Indicator Utilization (draft).
[Reference data]
The two indicators introduced have been posted as(analysis item A0601) Accessibility indicator to public
transport, (analysis item A0602) Accessibility indicator to
major facilities in the Land, Infrastructure, Transport andTourism Ministry, City Bureau, Urban Planning Survey
Division Homepage Urban Planning Basic Survey Data
Analysis Examples (Draft) (2013.7).

Research Trends and Results

Research on appropriate public capital facility
management levels considering change over time ofactions and performance—Towards building strategic maintenance methods
for breakwaters—
MIYATA Masafumi, Head (Dr. Eng.)TAKENOBU Masahiro, Senior Researcher
ASAI Shigeki, Researcher
Port Facilities Division, Port and Harbor Department(Key words) Breakwater, maintenance, life cycle cost

2. Outline of results of the research
The following are results of a trial calculation of
appropriate block settlement management of a caissontype breakwater covered with wave dissipating blocks.
As shown in Figure 1, wave dissipating blocks on awave dissipating block covered breakwater often
gradually settle over time because of scattering
produced by high waves during typhoons. If thissettlement is ignored, wave force acts directly on the
caisson body, and according to circumstances, thewaves may break so the impact wave force acts on the
caisson, resulting in the high probability of even more
severe damage, such as the caisson sliding off the
rubble mound. But generally, even if a wave
dissipating block settles, it is often ignored, because atnormal times, breakwaters remain adequately stable
under the normal waves, ensuring a degree ofcalmness behind the breakwater, so its repair is judged
to be of low urgency.
So we used a newly developed tool to perform a
trial calculation to determine what degree of
settlement of a wave dissipating block requires repair
work (settlement repair start criterion) in order to beable to minimize the life cycle cost. Figure 2 shows
the results of a trial calculation of an actual breakwatersection, with the lateral axis showing the settlement
repair start criterion of wave dissipating blocks, andthe vertical axis plotting the anticipated value andstandard deviation of the total value of parts [2] and[3] of the life cycle cost explained above.
The figure shows that repairing the block
immediately after the settlement of the block becomesequal to the height of about 1 wave dissipating, it will
be possible to minimize the anticipated value of thelife cycle cost, and at the same time, limit the
Figure 1. Image of Progression of Damage to a
Caisson Type Breakwater Covered with Wave
Dissipating Blocks
Settlement of wave
wave force
消波工の沈下 → Increased
波力の増加
dissipating blocks
Increased risk of→大規模被災のリスク増大
large-scale damage
Wave
dissipating
消波工
blocks

ケーソン
CaissonRubblemound
捨石マウンドFigure 2. Relationship of Settlement Repair Start
Criterion and Live Cycle Cost of a Caisson Type
Breakwater Covered with Wave Dissipating Blocks
3,000
Value of direct damage+ indirect damage(millions of yen)
直接+間接被害額（百万円）

1. Outline of the research
The purpose of the research is to develop a methodthat can calculate anticipated values and scattering oflife cycle costs during the period of use of breakwaters,
to study appropriate maintenance and managementlevels (safety level) of breakwaters. Life cycle cost has
been defined as the cumulative total during the periodof use of [1] initial cost of construction of the
breakwater, [2] cost of repair of the breakwater when
it is deformed and cost of restoration when it isseverely damaged (value of direct damage), and [3]logistics rerouting cost incurred in a port if abreakwater protecting the port is damaged (value ofindirect damage).

(10m)

2.0
2.0個

2,500
1.5
1.5個

2,000
1.0
1.0個

1,500

0.5
0.5個

標準偏差
Standard deviation
期待値
Anticipated value

1,000
500
0
0.0

2.0

4.0

6.0

8.0

Block
settlement repair start criterion (m)ブロック沈下補修開始基準（m）

10.0

possibility of severe damage when a disaster occurs.
These are limited study results, but they clearly showthat at a wave dissipating block covered breakwater,
diligently repairing settlement of blocks is a rational
choice from the perspective of reducing total cost.
3. Conclusion
In the future, we will verify this model and improve
it so it can used for practical work.
[Sources]1) M. Miyata, et al.: Research on maintenancemethods considering the anticipated repair cost ofwave dissipating block covered breakwaters, Journalof the Japan Society of Civil Engineering, B2 (Coastal
Engineering) Vol. 65, No. 1, pp. 911-915, 2009.
2) T. Nagao et al.: Study of target wave stability levelof breakwaters, Journal of the Japan Society of Civil
Engineering, B2 (Coastal Engineering) Vol. 67, No. 2,
pp. 781-785, 2011.

Research Trends and Results

Research on the application of super high tension
bolts to highway bridges
TAMAKOSHI Takashi, HeadSHIRATO Masahiro, Senior Researcher
ISHIO Mari, Researcher
Bridge and Structures Division, Road Department(Key words) highway bridges, super high tension bolt, high strength bolted friction joint, slip test, slip coefficient

3. Future challenges
Based on past results, test data and numericalanalyses results will be completed and testing done toreflect these in design and execution standards.

Photo 1. Example of a steel
bridge high strength bolted
friction joint

Photo 2. Accelerated
corrosion test

Figure 1.
Standard Slip
Test
120

200

200
390
55 80 55
55 80
120 80 55
ボルト孔 φ24.5
ボルト
Bolts
190

255
390
790
10
80 55 55 80
390
255

Figure 2 Girder Bending Test
Load
荷重

(Plane （側面図）
(Edge
（平面図）
120
60 60

view)

view)
16 25 16

2. Past results
Durability is tested by measuring the hydrogencontent of bolt materials, which is a factor related todelayed failure, accelerated corrosion testing (photo 2)

and surveys of corrosion of high strength bolts inexisting bridges.
Regarding execution methods, precautions to befollowed in design and execution, which can ensure
quality, are organized.
Standard slip tests were done within a range wherehigh strength bolted friction joints have been used inexisting bridges, and with connection surface
treatment, base material plate thickness, base material
quality, hole diameter, number of rows of bolts, andreassembly etc. as parameters, obtaining a slip
coefficient of 0.45 or higher used to evaluate slip
strength of high strength bolted friction joints
stipulated by the present design standards, except incases where organic zinc rich paint is used as to coatthe surface. The girder bending test performed under
different main girder flange thickness and bolt layout
conditions, similarly, obtained a slip coefficient value
equal or higher than the stipulated 0.45, too.

25

1. Introduction
Connecting members to erect a steel bridge isusually done by welding, or using high strength bolted
friction joints (Photo 1). The higher the strength of thebolts used, the smaller the joints and the less workrequired to construct the connections, contributing to
the reduction of costs of construction, repair, andretrofitting of highway bridges. Although bolts (F13T,
F11T) stronger than the usual bolts (S10T, F10T)
since 1964 were adopted, the phenomenon—brittle
failure (delayed failure) suddenly occurred in F13T,
then later the same damage occurred in F11T
beginning in 1975, so its adoption was stopped fromthe 1980 design standards. Since 1991, under anadministration circular from the Road Bureau of theformer Ministry of Construction, bolts in danger ofdelayed failure have sequentially been replaced fall
prevention measures have been taken. As this shows,there was concern about the long-term durability ofhigher strength bolts, so since then, no research on theapplicability of higher strength bolts to steel highway
bridges was carried out. But in recent years, superhigh tension bolts (S14T) created by improving
delayed failure resistance performance weredeveloped, and they have been adopted in the building
construction field. Now the NILIM is studying theapplication of super high tension bolts (S14T) to
highway bridges.
When applying these to highway bridges, because
the harshness of the environment when used mainly
outdoors (influence on delayed failure in particular),execution methods, number of rows of bolts etc.
differ from those in the building construction field,
joint research by industry, academia, and thegovernment is being carried out to set required
standards for quality of long-term durability andexecution methods, including delayed failure. The
NILIM is performing standard slip tests (Fig. 1),
bending tests of connections of a girder (Fig. 2), andnumerical analyses.

Bolt
ボルト

Load
荷重

Research Trends and Results[Sources]
1) Japan Society of Civil Engineers: Steel structure
series, 15: High strength bolt friction connection joint
design, execution and maintenance guidelines(proposed), December 2006
2) Tamakoshi et al.: Impact of causal factors on theapplication of super high strength bolts to the bridgefield, Civil Engineering Journal, Vol. 55, No. 8, pp 18– 21, May 2013

Research Trends and Results

Features of tsunami action on highway bridges by theGreat East Japan Earthquake
KATAOKA Shojiro (Ph.D.), Senior Researcher
KANEKO Masahiro, HeadNAGAYA Kazuzhiro, Senior Researcher
Earthquake Disaster Prevention Division, Research Center for Disaster Management
the Great East Japan Earthquake、tsunami action、highway bridge

2.5
Superstructurewashed out
上部構造流出Superstructure survived
流出せず

2.0
Horizontal force / capacity
水平波力／抵抗力
Vertical force / capacity
鉛直波力／抵抗力

1.5
1.0

Katagishi-ohashi #1

Katagishi-ohashi #2

Shin-Kitagami-ohashi #2

Utatsu-ohashi #3

Utatsu-ohashi #4

Yanoura

Kawaharagawa

Nijuichihama

Shin-Kitagami-ohashi #1

Utatsu-ohashi #1

Utatsu-ohashi #2

Kesen-ohashi #1

Kesen-ohashi #2

Numata overpass #2

Koizumi-ohashi

0.0

Shin-aikawa

0.5

Numata overpass #1

波力－抵抗力比/ Capacity ratio
Wave force

1.Introduction
Damage to many bridges by the 2011 Tohoku
tsunami, especially the flow out of superstructures,caused harmful effects in the disaster area. As a part ofa research project to formulate design tsunami action
for highway bridges, a tsunami numerical simulation
was performed to investigate features of tsunami action
on highway bridges. The simulation result is examinedby comparing estimated wave force acting onsuperstructures and their loading capacities1).
2. Features of tsunami acting on highway bridges
Propagation and run-up of the 2011 Tohoku
tsunami were simulated using 2-D FDM, based on the
nonlinear long wave theory, in order to evaluate time
histories of wave height and flow velocity at 10 bridge
sites. Horizontal and uplift forces acting on the
superstructures due to the simulated tsunami were thenanalyzed using the numerical wave flume1), i.e. anumerical analysis model used to conduct hydraulicmodel experiments by numerical simulations.
Figure 1 shows the ratios of horizontal force tohorizontal capacity and vertical force to vertical
capacity of superstructures of highway bridges. The
capacities were estimated from the ultimate capacity ofbearings and weight of superstructures. We can seethat at least one of the horizontal and vertical wave
force-capacity ratios of the superstructures that were
washed out are larger than 1, except for the
Koizumi-ohashi Bridge, while both the horizontal andvertical ratios of the superstructures that survived aresmaller than 1. As for the Koizumi-ohashi Bridge, theprocess of its superstructure washout was reproduced bya detailed earthquake-tsunami damage simulation, taking
account of effects of strong motion and rupturing
sequence of its bearings.
Since the wave force-capacity ratios account for thedamage status as described above, the simulated tsunami
at the bridge sites are considered to be reliable. Figure 2
shows time histories of tsunami inundation height at thebridge sites. The speed the water surface rose is around 1
to 5 m a minute at these sites; the tsunami is not likely to
be a bore-type one but one that gradual raises the water
surface.

小 新 沼 沼 気 気 歌 歌 新 二 矢 川 歌 歌 新 片 片
泉 相 田 田 仙 仙 津 津 北 十 の 原 津 津 北 岸 岸
大 川 跨 跨 大 大 大 大 上 一 浦 川 大 大 上 大 大
橋 橋 線 線 橋 橋 橋 橋 大 浜 橋 橋 橋 橋 大 橋 橋③ ④ 橋 ① ②
橋 橋 ① ② ① ② 橋 橋① ②①②

Figure 1 Wave force/capacity ratio of superstructures
Rise speed of water surface
浸水深(m)
height (m)Inundation(Key words)

5m

20.0

2m

1m/min

15.0
10.0
5.0
0.0
-5.0
0

20

時間(分)
Time
(min.)

40

60

Koizumi小泉大橋
Shin-aikawa
新相川橋
Yanoura矢の浦橋
Numataov
沼田跨線橋
Kawaharagawa
川原川橋
Nujuichihama
二十一浜橋
Shin-Kitagami
新北上大橋
Katagishi
片岸大橋
Kesen
気仙大橋
Utatsu歌津大橋

Figure 2 Time histories of inundation height at bridge sites
Peak flow velocity of the simulated tsunami is around
6 to 8 m/s, which coincides with the average subaerial
flow velocity, about 6m/s, estimated from debris
movement recorded in video shots.
3.Ongoing and future actions
Further research has been conducted to reliably
formulate tsunami action for design practice based on thefeatures of the tsunami from the Tohoku event as well as
anticipated future giant earthquakes.
[Sources]
1) Estimation of wave force acting on bridge
superstructures due to the 2011 Tohoku tsunami, Journalof Disaster Research, Vol. 8, No. 4, pp. 605-611, 2013.8.

Research Trends and Results

Next-generation cooperative services linking ITS
Spots with cell phone networks
KANAZAWA Fumihiko, Head
SAWA Junbei, Senior Researcher
WATANABE Daisuke, Researcher
SANO Hisaya, Guest Research Engineer
Intelligent Transport System Division, Research Center for Advanced Information Technology(Key words) Cooperative ITS, road – vehicle communication, vehicle – vehicle communication, smartphone
1. Introduction
The NILIM has been conducting “Joint Research on
Development of Next Generation Cooperative ITS”,
which is joint public-private research on
next-generation cooperative ITS with 15 private sector
manufacturers since 2012.
Through the joint research, a system architecture
consisting of a theoretical model and a material model
has been created in order to define service contents andmodel the system functions and information flow, inorder to clarify the overall image of cooperative ITS
services. Specifically, it classifies 7 major
matters—support for safe driving, smoothing traffic
flow, improving the environment, improving comfort,
emergency response, support for administrative
activities, and support for economic activities—and lists
196 proposed services.
It also studies a road map to the development ofcooperative ITS and its spread inside and outside ofJapan.
This paper reports on the contents of the joint
research concerning services linking ITS Spots with cell
phone networks using cooperative ITS technology.
2. Outline of services linking ITS Spots with cell
phone networks“Services linking cell phone networks with ITS
Spots” were jointly developed with 14 private sector
companies including the expressway operators. At ITS
World Congress Tokyo 2013, the showcase,“Cooperative Services of Mobile Communications and
ITS Spots (12V)” was carried out, and the effectivenessof the services was surveyed.
As the showcase, participants drove from Odaiba to
Umihotaru on the expressway while using smart phones
to experience various services established by linking
cell phone networks to ITS Spots. The following five
services were newly studied.
[1] Technologies to link and complement ITS Spots orother existing infrastructure with cell phone networks
were applied to continuously supply sign information,
landmark information etc. for display on smartphone
screens along with road traffic information from ITS
Spots.

Figure. Image of Services Linking ITS Spots with Cell
Phone Networks
Route guidance
information

Warning
information

Stamp rally
Cell phone network

Emergency information

Sign information

Wide area road traffic
information

Cell phone network

Cell phone network[2] In the Aqua Tunnel where GPS is blocked, using
information from ITS Spots installed in the tunnel in
addition to sensor information, obtainable by smart
phones and base station information about cell phone
networks, clarified position information about travelinglocation more accurately.
[3] Real-time information provision in four languages(Japanese, English, Chinese, and Korean) using afunction which supplies information to smartphones
from the cell phone network was demonstrated.
[4] When starting to drive, the driver’s smartphone andthe smartphones of the passengers were grouped so thatwhile driving, information the driver received from thecell phone network and from ITS Spots was also
displayed on the passengers’ smartphones to share thestate of traffic surrounding the automobile.
[5] Recording the automobile passing each ITS Spot
installed on the way to the destination to confirm theautomobile is traveling on the predetermined route wasdemonstrated.
The results of a survey of the effectiveness of theservices show that concerning the early practical
introduction of the services, 30% of the respondents
answered “strongly desirable” and 60% answered“desirable if possible”. And concerning their intention
to use the services, about 90% of them answered, “Iwant to use them”, so it can be concluded that desire to
use the services is strong.

Research Trends and Results
3. Conclusions
In the future, we will continue studies based on
knowledge obtained from the results of the showcase, toeffectively operate services to begin their actual
operation.
[Sources]
Twentieth ITS World Congress Tokyo 2013, Showcase
GS: Mobile Communications – ITS Spots Cooperative
Services (12V) Pamphlet

Research Trends and Results

Congestion countermeasures by road-vehicle
cooperation using automobile technology
KANAZAWA Fumihiko, Head
SAKAI Koichi, Senior Researcher
SUZUKI Kazufumi, Researcher
IWATAKE Koichi, Guest Research Engineer
Intelligent Transport System Division, Research Center for Advanced Information Technology(Key words) Expressway, sag, congestion countermeasure, ACC
1. Introduction
Approximately 60% of congestion on inter-city
expressways in Japan occurs in sections called sags
where the road gradient is gradually changing to arising gradient, a problem demanding urgent measures.
This division is cooperating with auto makers on
research and development of expressway congestion
countermeasures based on road-vehicle andvehicle-vehicle cooperation of the road infrastructure
and automobiles. This report introduces initiatives
concerning research and developments of thesecongestion countermeasure services.

Road state clarification sensor
Information provision device[2] Maintaining appropriate
following distance with ACC
turned on[1] Urging use of thenearside lane

[3] Traveling without fallingbehind, even on the inboundlane with ACC turned on

Figure 2. Congestion Loss Time According to the Smooth
Traveling Vehicles Mixing Rate
2,500
2,000

Congestion
loss time※(rightaxis)
渋滞損失削減率(右軸)※※
渋滞損失時間Congestion
loss time(左軸)(left axis)

23.6%

2,085

2,080

1,500

1,968
1,592

1,000
500

30%
25%
20%
15%
10%

0.0%

0.2%

5.6%

0

5%
0%

0%

5%
10%
20%
Smoothtraveling car mixing rate(%)
円滑化走行車の混入率[%]

Congestion loss reduction
rate (%)

Congestion loss time(vehicle-hours)
渋滞損失時間[台時]

3,000

渋滞損失削減率 [%]2. Outline of the service and its expected congestion
mitigation effectivenessThis service provides information from the roadside about traveling methods which effectively
mitigate congestion according to traffic conditions inorder to maintain smoother and more stable traffic
flows by having drivers operate their automobiles
based on this information, using a system that consistsof roadside information provision antennae called ITS
Spots, which are already installed at more than 1,600
locations on expressways as part of the roadinfrastructure, and an automatic control system that
controls following distance between vehicles andvehicle speeds at fixed levels called ACC (Adaptive
Cruise Control) and which has spread in recent years
as automobile technology (Fig. 1).
To confirm the effectiveness of these congestion
countermeasure services, based on the results ofvarious test drives conducted on test courses, vehicle
behavior models were built and simulation
calculations performed on computers to trial calculate
effectiveness. Hypothesizing a case of relatively
small-scale congestion (congestion of about 15km/h)
with occurrence frequency accounting for about 70%
of all congestion on the Yamato Sag on the outboundTomei Expressway, the rate of decrease of congestion
loss time was trial calculated according to the mixing
rate of vehicles receiving the service and cooperatingwith any one of the driving operations in [1] to [3] inFigure 1 (smooth traveling vehicles) (Fig. 2). The

Figure 1. Image of the Congestion Countermeasure Service
based on Road-Vehicle Cooperation※ Congestion loss time means the time obtained by subtracting the actual traveling time from thestandard traveling time (assuming speed of 70km/h) required when traveling in a certain section.
It was assumed that the average following distance of a smooth traveling vehicle was about 1.75
seconds before the sag and about 1.5 seconds on the rising slope, and that on the rising slope, itfollows the leading car alertly so it does not fall beyond it.

Figure 3. Showcase at the ITS World Congress Tokyo2013

 View of preliminary explanation at thebooth before the participants get in thecar View inside the car during thedemonstration drive (lower right is atable terminal screen displaying
vehicle information)

results indicated that at a mixing rate of smoothed
traveling vehicles of about 20%, the congestion loss
time can be cut by about 24%.

Research Trends and Results
3. Application of the results and future
development
Based on this research, in the showcase event of the
ITS World Congress held in Tokyo in October 2013,
in cooperation with five domestic auto makers, theworld’s first demonstration drive providing experienceof the service was held, showing off Japan’s advanced
initiatives in this field (Fig. 3).
In the future, we will study advertising and publicawareness-raising methods to increase the social
acceptability of these services and methods ofproviding drivers with easy to understand information
by carrying out questionnaire surveys and performing
testing using test subjects, and at the same time,
perform simulations to clarify the road-vehicle
cooperation system development goals and thecongestion mitigation effectiveness at the nation-widelevel.

Research Trends and Results

A study of methods of creating and updating large
scale road maps by government-private sector joint
research
IMAI Ryuichi, Researcher (Ph.D.)
MATSUI Susumu, Guest Research Engineer
FUKADA Masayuki, Guest Research Engineer
KIMURA Atsushi, Guest Research Engineer
SHIGETAKA Koichi, HeadInformation Technology Division, Research Center for Advanced Information Technology(Key words) fundamental geospatial data of road, map creation method, cruise assist system
1. Introduction
Large-scale (1/1,000 or higher) road maps arecounted on to used for various purposes in private,
academia, and government; to advance roadadministration and cruise assist systems for example.
The Ministry of Land, Infrastructure, Transport andTourism began to apply road works completiondrawings etc. preparation instructions to paving works
etc. to provide the fundamental geospatial data of roadas large-scale road maps in FY2006. A strong point of
this provision method is that immediately after the work
is completed, a renewal cycle which creates road maps
is established. But because it is time-consuming toconstruct all lines, maps are now provided for about
30% of government managed roads. Expanding this to avariety of usage situations requires early realization of
the construction of the road network.
So the NILIM began to perform two years of private,
academia, and government joint research intended toestablish methods of providing and updating large
scale road maps using existing resources such as
electronic maps, point group coordinates data, aerial
photographs etc. owned by the government and private
sector. This paper reports on part of the contents andprogress of the joint research1).

resource were analyzed to actually use existing
resources to summarize provision methods which canrealistically be executed by making a prototype ofnatural features in the fundamental geospatial data ofroad.
As Theme 2, essential conditions and necessary
natural features of large scale road maps and theirprecision required for cruise assist services were
defined, and provision methods completed by trial
production of each natural feature.
4. Conclusions
In the future, we will consider large scale road map
updating methods to verify their usefulness by making
maps in conformity with provision and updating
methods. And Large Scale Road Map Provision andUpdating Rules (Proposed) for each theme will becompiled.
Figure 1. Image of Provision and Updating of theFundamental Geospatial Data of Road Using Existing
Resources○Road ledger digital map

Point group coordinates data

Prefectural roads, city, town, andvillage roads etc.
Road ledger digital map

Excerpted from industry sector map A○ Point group coordinates data
(MMS etc.)○ Fundamental geospatial data of road

2. Contents of research on large-scale road map
provision and updating methods
The joint research set the following two research
themes based on users’ needs for large-scale road maps2).
 Theme 1: establishing methods of providing andupdating the fundamental geospatial data of roadusing existing resources (Fig. 1)
 Theme 2: Establishing methods of using thefundamental geospatial data of road and existing
resources to provide and update large scale road maps
necessary to provide cruise assist services (Fig. 2).
3. State of initiatives in this fiscal year
As Theme 1, special features of each existing

Excerpted fromgovernment sector map B

Fundamental geospatial data of road

Figure 2. Image of Cruise Assist Services Using Large
Scale Road Map
Road edge

Road markings

Road edge
Uses on-board sensors and road structure data to correctly
clarify one’s own car’s position, to assist safe cruising, by
preventing lane deviation etc.

Sign

Risk of lane
deviation!

Road structure data with the fundamental geospatial data ofroad: road center line, lanes (including road edge) road markings,
distance signs, etc.

Beep-beep (warning sound)
You are deviating from yourlane.
Reflected in control of
automobile.

More correctly shows
position of automobile byincluding the fundamental
geospatial data of road.

[Sources]
1) Imai, R., Fukada, M., Shigetaka, K.: A study of amethod of creating and updating large scale road maps
by public private partnerships, the GIS Association ofJapan, Vol. 22, 2013
2) Imai, R., Matsui, S., Shigetaka, K., Sasaki, Y.:
Experimental release of the fundamental geospatial
data of road: Needs concerning large scale road mapsof industry and academia, the GIS Association ofJapan, Vol. 22, 2013

Topics

Release of CommonMP Ver. 1.3

KIKUMORI Yoshito (D.Eng.), Senior Researcher, Water Cycle Division
FUKUHAMA Masaya , Research Coordinator for Water Environment
KAWASAKI Masaki , Head, Water Cycle Division
River Department
Keywords: platform, hydraulic / hydrologic analysis, element model
1. Introduction
Since April 2007, the River Department has beendeveloping a platform of a PC analysis model thatsimulates complicated hydraulic and hydrologic
phenomena in river basins by connecting multiple
hydraulic and hydrologic analysis models (river channel
models, outflow models, etc., collectively "element
models"). We released this platform (CommonMP:
Common Modeling Platform for water-material
circulation analysis) on the website 1) in March 2010,
revising the version every year. This paper reports on Ver.
1.3, released in November 2013.
2. New functions of CommonMP Ver. 1.3
CommonMP Ver. 1.0 was capable of implementing asingle simulation project (a set of conditions for
simulation data, connection of element models to be used,etc.) and displaying analysis results as simple graphs. In
Ver. 1.1, a function for distributing simulation projects todifferent computers was added. In Ver. 1.2, support for
implementing multiple simulation projects concurrently
was added, which enabled calculations for real-time flood
prediction by the joint use of a tool for obtaining real-timehydrologic data.
Ver. 1.3 adds a river channel combination model thatcombines river channels and adjusts branch flow rate, etc.,
and a levee break / overtopping model (Figure) that
adjusts water passing between a river channel andprotected lowland by combining the river channel modeland the flood model. Consequently, simulation that
integrates branch river channels or a river channel andflooding has become available.
In addition, Ver. 1.3 disclosed the development
specifications of the software (extension tool) that mainly
displays analysis results on CommonMP, and set forth aprocedure for installing the extension tool in CommonMP
and a sharing it so that persons other than CommonMP
developers may develop and distribute the extension tool
as well as element models.

Output terminal
Input terminal
Element
connection

Flood model

Levee break / overtopping modelRiver channel model

Figure: Example for Using Levee Break /Overtopping Model that Combines
Flood Model and River Channel Modelin CommonMP
3. Future activities
With the release of Ver. 1.3, hydraulic and hydrologic
analyses including branch channel and flood analyses
have become available in CommonMP. In the future,
we plan to develop a practical flood analysis model, andextension tools that support the export of analysis resultsfrom CommonMP to reports, etc. in order to build anenvironment for using CommonMP in daily operations.
Extension tools will be included in a library on the
CommonMP website in the same way as the Element
Model Library 2), released in March 2012, so that any
user may use them.
[Reference]
1) CommonMP website: http://framework.nilim.go.jp
2) Element model library:
http://framework.nilim.go.jp/lib-model/index.html

Dispatching of experts and technical assistanceactivities in the event of a disaster1. Introduction
The NILIM, which researches various fields related
to housing and public capital provision, responds toan accident or disaster by dispatching experts tosurvey the state of the damage and to provide
technical assistance with recovery and restoration.
And it responds in various other ways: NILIM
TEC-FORCE deployment, conducting surveys in
response to requests from the regional development
bureaus or local governments and as required by law,and carrying out its own independent surveys as partof research to contribute to disaster prevention anddisaster damage mitigation.
2. NILIM TEC-FORCE
After a particularly large-scale disaster occurs andwhen ordered to do so by the Director of theGovernment
Headquartersfor
DisasterCountermeasures of the Ministry of Land,
Infrastructure, Transport and Tourism, the NILIM
dispatches experts in various fields as the Advanced
Technology Guidance Team of the Technical
Emergency Control Force (TEC-FORCE) to the scene,
where it surveys the state of the damage, evaluates thesafety of facilities, and provides technology assistanceto prevent secondary disasters.
In FY2013, experts were dispatched to the sites ofdisasters immediately after they occurred to provide
technological assistance: the earthquake with its
hypocenter near Awaji Island and an accident at the
Kyoto Jukan Expressway extension work site (roadfield) in April, the Chugoku region torrential raindisaster (sewage systems field) in August, and to thesediment disaster (sediment control field) on Izu
Oshima caused by typhoon 26 in October.

3. Other technological assistanceIn the event of an accident or disaster, experts withadvanced technology expertise in many fields aredispatched to the scene in various roles, to conduct
surveys in response to requests from regional
development bureaus or local governments in thedisaster region, or in compliance with the Sediment
Disasters Prevention Act or a directive from the
Director of the River Improvement and Management
Division. The experts who are dispatched carry out
field surveys according to the state of occurrence ofthe disaster and at the same time, provide required
technological assistance to officials on the scene andto ministry headquarters in preparation for emergency
and permanent restoration. And they accumulate highprecision data and other information immediately
after the disaster and conduct research in order topropose future revisions to technology standards andnew policies for disaster prevention.
In FY2013, torrential rainfall and sedimentdisasters struck throughout the archipelago—Niigata
in July, Akita and Iwate in August, Fukui, Kyoto andelsewhere in September—then again in September,disastrous tornadoes struck the Kanto Region. Aftereach event, the NILIM dispatched experts in sedimentcontrol, building construction, rivers and so on.
And when a storm surge disaster caused by
Typhoon 30 struck the Philippines, the NILIM sent anexpert as part of an international emergency rescue
team and expert team (early recovery). It also sent
JICA experts in response to a disastrous earthquake,also in the Philippines. They gave technologicaladvice to Philippine government bodies to assist withthe clarification of the damage mechanisms andsupport recovery and reconstruction.

Table. Dispatch of Experts in 2013 (December 2013)
Disaster
Hurricane
Sandy

Day
dispatchedFeb 24 toMarch 2

Place dispatched
U.S. *

Reasonthe Hurricane Sandy
Survey Team

Personnel dispatched
Director-General: KAZUSA Shuhei
Research Center for Disaster Management
Research Coordinator for Earthquake Disaster
Prevention: UNJOH Shigeki
River Department, Coast Division
Head: SUWA Yoshio
Research Center for Disaster Management,
Flood Disaster Prevention Division
Head: ITO Hiroyuki
Earthquake Disaster Prevention Division:
Senior Researcher: MABUCHI ToshiakiＴＥＣ‐ＦＯＲＣＥ
DisasterHeavy raincaused by low
pressure from
April 6Day
dispatched
April 8

Place dispatched

ReasonTokyo Adachi Ward
Kawaguchi and Toda Cities
in Saitama Pref. (Arakawa
River in Arakawa River
System)Survey under
directive from the
Director of the River
Improvement andManagement
Division

River Department, River Division
Head: HATTORI Atsushi
Senior Researcher: MORI Hirotosh

Request from the
Building Guidance
Division of the
Housing Bureau
TEC-FORCE

Research Center for Disaster Management
Research Coordinator for Disaster
Mitigation of Building: OKUDA Yasuo

Strong wind
on April 7

April 11

Tsu and Iga cities in Mie
Pref. (damaged wind power
facility)

Earthquakewithhypocenter
near
AwajishimaIsland (April
13)

April 16

Sumoto City in Hyogo Pref.
(Sumoto Bridge) *April 16 to
17

Sumoto City etc. in Hyogo
Pref.

Independent survey

Kyoto Jukan
Expressway
extension
work site
accident
Heavy rainstarting July
17

April 24

Kyotango City, Kyoto Pref.

TEC-FORCE

Aug. 1 to 2

Nagaoka City in Niigata
Prefecture(Moriage, Teradamari)Hagi City, Yamaguchi Pref.
(Susa Purification Center) *Request from
Niigata Prefecture

Aug. 5 to 6

Hagi City and Yamaguchi
City in Yamaguchi Pref.
(Susa, Atohtokusa)

Independent survey

Aug. 10

Senboku City Akita Pref.
(Kuyobutsu District)
Iwate Pref. (National
highway 46) *Request from Akita
Pref.

Aug. 5 to 6

Heavy rainfall
from Aug. 8

Tornado on
Sept. 2

Sept. 2 to 3

Koshigaya City, Matsubushi
Town, Saitama Pref
Noda City, Chiba Pref. *Heavy rain bya front on
Sept. 4

Sept. 10

Nagoya City, Aichi Pref.
(Shonai River on the Shonai
River System)

Typhoon 18

Sept. 18 to
19

Obama City, Wakasa Town,
Mihama Town in Fikui Pref.

Sept. 18 to
19

Kyoto City andFukuchiyama City in Kyoto
Pref.
Takashima City in Shiga
Pref.

TEC-FORCE

Request fromTohoku Regional
Development
BureauRequest from the
Building Guidance
Division of the
Housing Bureau

Survey under
directive from the
Director of the River
Improvement andManagement
Division
Request by Fukui
Pref.
Independent survey

Personnel dispatched

Road Department, Bridge and Structures
Division
Head: TAMAKOSHI Takashi
Senior Researcher: SHIRATO Masahiro
Researcher: MIYAHARA Fumi
Housing Department, Housing Production
Division
Senior Researcher: NAKAGAWA
TakafumiRoad Department
Research Coordinator for Road Structures:
MIZUTANI Kazuhiko

Research Center for Disaster Management,
Erosion and Sediment Control Division
Researcher: HAYASHI Shinichiro
Water Quality Control Department
Research Coordinator for Wastewater
System Restoration; OZAKI Masaaki
Research Center for Disaster Management,
Flood Disaster Prevention Division
Senior Researcher: YAMAMOTO Akira
Researcher: ONAMI Hiroyuki
Research Center for Disaster Management,
Erosion and Sediment Control Division
Head: KANBARA Junichi

Building Department, Standards andAccreditation System Division
Head: ANDO Koji
Researcher: KABEYASAWA Toshikazu
Housing Department, Housing Production
Division
Senior Researcher: NAKAGAWA
Takafumi
River Department, River Division
Head: HATTORI Atsushi
Senior Researcher: MORI Hirotoshi

Research Center for Disaster Management,
Erosion and Sediment Control Division
Head: KANBARA Junichi
Research Center for Disaster Management,
Flood Disaster Prevention Division
Senior Researcher: YAMAMOTO Akira
Researcher: ONAMI Hiroyuki

ＴＥＣ‐ＦＯＲＣＥ
DisasterTyphoon 26

Earthquakewithhypocenternear thePhilippines(Oct. 15)
Typhoon 30

Day
dispatched
Sept. 20

Place dispatched

ReasonRitto City in Shiga Pref.
(Anyoji)Request by Shiga
Pref.

Sept. 24

Fukuchiyama City and
Maizuru City in Kyoto Pref.

Sept. 27

Kyoto City in Kyoto Pref.

Request by theRiver Improvement
and Management
Division of theWater and Disaster
Management
BureauIndependent survey

Oct. 16 toNov. 2(rotationsystem)Oshima Town, Tokyo Pref. *TEC-FORCE

Nov. 18 to
22

Philippines*

JICA experts

Dec. 2 to 15

Philippines

International
emergency rescue
team and expert
team (earlyrecovery)

Personnel dispatched
Research Center for Disaster Management,
Erosion and Sediment Control Division
Senior Researcher: MIZUNO Masaki
River Department, River Division
Head: HATTORI Atsushi
Senior Researcher: MORI Hirotoshi

River Department, Coast Division
Head: SUWA Yoshio
Research Center for Disaster Management,
Flood Disaster Prevention Division
Head: ITO Hiroyuki
Earthquake Disaster Prevention Division:
Senior Researcher: MABUCHI Toshiaki(All the Hurricane Sandy Survey Team)
Research Center for Disaster Management

Research Coordinator for Sediment-related
Disaster Prevention: WATANABE Fumito
Erosion and Sediment Control Division
Head: KANBARA Junichi
Senior Researcher: UCHIDA Taro
Researcher: HAYASHI Shinichiro
Researcher: OKUYAMA Yuki
Research Center for Disaster Management,
Earthquake Disaster Prevention Division:
Senior Researcher: MABUCHI ToshiakiRiver Department
Research Coordinator for Water
Environment: FUKUHAMA Masaya
Research Center for Disaster Management
Research Coordinator for Earthquake
Disaster Prevention: KUSAKABE Takaaki※ This table presents only emergency responses immediately following a disaster: it does not include technology support for emergency
restoration and final restoration undertaken continuously after the emergency response.
※ Persons dispatched include only staff of the NILIM (Post and rank at time of dispatch)※ For dispatch cases marked with [*], see related articles in the report.

Debris Flow Disasters Caused by Typhoon Wipha(T1326) on Izu-Oshima Island and Technical Supportof NILIM TEC-FORCENISHI Masato , Director of Research Center for Disaster Management
WATANABE Fumito , Research Coordinator for Sediment-related Disaster Prevention
KANBARA Jun’ichi , Head, SABO (Erosion and Sediment Control) Division
UCHIDA Taro (Ph.D.), Senior Researcher
HAYASHI Shin-ichiro , OKUYAMA Yuki , Researchers
EKAWA Masafumi , HATA Masayuki , NIWA Satoshi , Guest Research Engineers(Key words)

Izu-oshima Island、Debris flow、TEC-FORCE、Technical support

1. Introduction
On October 16, 2013, Typhoon Wipha brought
precipitation exceeding 800 mm over a 24-hour period to
Izu-Oshima Island, Tokyo. As a result, simultaneousdebris flows occurred on hillsides of the volcano, Mt.
Mihara, resulting in 36 deaths and 3 missing (as of Jan.
15, 2014; Photo 1). The SABO (Erosion and SedimentControl) Division of the Research Center for Disaster
Management at the National Institute for Land andInfrastructure Management (NILIM) and the Erosion and
Sediment Control Research Group of the Public Works
Research Institute (PWRI) implemented technical support
for the Tokyo Metropolitan Government and Oshima
Town Office from the moments immediately after thedebris flow disasters to early in November to prevent
secondary disasters and to implement emergency
recovery.

landslides of volcanic ash layer deposited on the hillsides.
The ash was approximately 1 m deep and transformed
into downhill debris flows. In addition, a huge numberof trees, toppled by shallow landslides and debris flows,
were carried downhill by the debris flows. The
Motomachi-Kandachi district suffered serious loss of lifeand property damage from the direct impact of the debris
flows. Downhill from the Motomachi-Kandachi district,blockage caused by driftwoods at bridges caused floods,
resulting in more loss of life and property damage (Photo2).

BridgePhoto 2 Blockage of driftwoods at Motomachi Bridge

Photo 1 Debris flows on hillsides of volcano Mt. Mihara
2. Characteristics of debris flow disasters on
Izu-Oshima Island
The disaster was characterized by multiple shallow

On the contrary, the Motomachi district has
sediment-related disaster prevention facilities (i.e. checkdam) and these facilities protected residents or reduced
damage by capturing debris flows and driftwoods (Photo3).

Photo 3 Capture of debris flows and driftwoods by asediment-related disaster prevention facility
along Okanesawa River
3. Implementation of technical support
After the debris flows, weather forecasts predicted that
Typhoon Francisco (T1327) would arrive in 10 days,
creating the risk of secondary disasters in the stricken
area.
The SABO (Erosion and Sediment Control) Divisionof the Research Center for Disaster Management at the
NILIM and the Erosion and Sediment Control ResearchGroup of the PWRI implemented technical support for
the Tokyo Metropolitan Government and Oshima Town
Office after the debris flow disasters, to prevent
secondary disasters and to implement emergency
recovery activities as the TEC-FORCE (Technical
Emergency Control Force) over an 18-day period from
October 16 to November 2, by dispatching personnel
equal to 48 man-days in total.
The type of technical support NILIM provided was asfollows.
- Emergency ground surveys to identify damage andprevent secondary disasters (Photo 4)- Providing technical advice to the Tokyo Metropolitan
Government on preventing secondary disasters andimplementing emergency recovery activities- Providing technical advice on selecting target areas andprecipitation criteria for issuing evacuation advisories,
orders and cancelation by the Mayor of Oshima-Providing technical instruction to ensure safety duringrescue activities
Moreover, NILIM provided advice on organizing
results of emergency inspections of locations at risk of
sediment disasters performed by the MLIT Regional
Office TEC-FORCE immediately after the disaster(Photo 5).

Photo 4 Emergency ground survey

Photo 5 Providing advices to the MLIT Regional Office
TEC-FORCE
4. Continuing technical support for Izu-oshimaIsland’s recovery and future research plans
The Director of the Research Center for Disaster
Management participated as an administrative member in
the Izu-Oshima sediment-related disaster countermeasureplanning committee that was tasked by the Tokyo
Metropolitan Government with establishing a mastercountermeasure plan. The NILIM is continuing toprovide technical support for Izu-Oshima Island’srecovery.
NILIM has plans to implement research activities toanalyze the mechanisms of the shallow landslides anddebris flows of this disaster and to establish technologies
for structural and non-structural measures against
sediment-related disasters in volcanic regions.
[Sources]
Research Center for Disaster Management, NILIM &Erosion and Sediment Control Research Group, PWRI:
Sediment-related Disasters Caused by Typhoon Wipha(T1326) on Izu-oshima Island, 2013, Civil Engineer
Journal, Vol. 55, No. 12, p.4-7, 2013 (in Japanese).

Damage Investigation of Buildings or the likeby Tornadoes Occurring on September 2, 2013
OKUDA Yasuo (Dr Eng.), Research Coordinator for Disaster Mitigation of Building
Research Center for Disaster Management

ANDO Koji (Dr. Eng.), HeadKABEYASAWA Toshikazu (Dr. Eng.), Researcher
Standards and Accreditation System Division, Building Department
NAKAGAWA Takafumi (Dr. Eng.), Senior Researcher
Housing Production Division, Housing Department(Key words) Tornado, Gale devastation rank, Gymnasium roof, timber houses

1. Outline of investigation

distributed in a linear fashion.

On September 2, 2013, a tornado ranked 2 on
the Fujita scale occurred and caused damage
to buildings or the like, centering on Koshigaya
City, Matsubushi-machi, Saitama Prefecture
and Noda City, Chiba Prefecture. NILIM
carried out onsite investigations on September
2, 3 and 5 in order to comprehend the outline ofthe damage in regard to buildings and so forth

Figure Distribution of gale damage degree rank

in collaboration with the Building Research

3. Damage to educational facilities

Institute.

The damaged gymnasium of an educational

2. Damage distribution

facility has a flat surface size of 20m x 30m

We carried out appearance inspections forand height of about 10m, and the roof is a cubic

593 buildings in total, targeting areas which

truss with a reform construction implemented

seemed to have especially momentous damage

in 2005 (Photo1). For fixing the roofage to thewithin the scope of investigations and judged

main building, screws were used. The metal

the damage degree in view of damage ofroof is partially twisted up due to breakup at

structural frames/roofs/exterior members or theconnecting part between the main building andlike based on the gale damaged degree ranking

roofage and the broken part was about 25% of(see chart). In this investigation, collapsed

the total area. Moreover, part of the roof wasdamage of 17 buildings (Rank 5) was

bent upward. Furthermore, the fall of slope roof

confirmed in total. In addition, we have foundis confirmed in addition to the destruction ofthat damage by tornados were more or lesssteel sheet roofage and the main building.

damagebyincoming

articles

have

been

corroborated.

Photo 1: Damage in educational facility A
Gymnasium
4. Damage to timber housing

Photo 2: Collapse of upper structure in timber

The timber house illustrated in Photo 2 shows

housing

the possibility of destruction due to the upper(Reference)

structure

NILIM disaster investigation report (home):ofabuilding

blown

from

the

neighboring area. As an example of the collapse

Damages by tornadoes occurring on September 2,of a whole structure, we corroborated a two-story

2013 in Koshigaya City, Saitama Prefecture andhouse had its ground floor collapse and upperNoda City, Chiba Prefecture (flash report)

structure blown away leaving its foundation.

http://www.nilim.go.jp/lab/bbg/saigai/h25koshig
aya/130904tatsumaki.pdf

Other than these, (1) damage to the roof truss, (2)damage to openings/exterior finishes and (3)Survey of Damage and Relief Actions in New York after Hurricane Sandy
Hiroyuki Ito, Head
Flood Disaster Prevention Division, Research Center for Disaster Management
Keywords: Hurricane Sandy, storm surge, city damage, crisis management actions
1. About Hurricane Sandy
Hurricane Sandy formed in the Caribbean Sea on
October 22, 2012 and landed in New Jersey around 8:00
p.m. on October 29. Upon landing, it was a huge storm
with an average wind speed per minute of approx. 36 m/s
and scope of 1400 km. From October 28 to November 1,
the strong winds and storm surge (record-high sea levelof 13.88 ft in Manhattan) caused damage mainly in thestates of New York and New Jersey. Since this is an
important case where a modern city was hit by flooding,we conducted an on-site survey jointly with societies
related to disaster prevention, from the viewpoints ofgrasping the aspects of damage to city services anddisaster response.
2. Damage by Hurricane Sandy
In New York and New Jersey, coastal areas were
flooded by storm surge (Figure). Main aspects of thedamage are as follows.

Area specified with ultra-highresolution(Feb. 14, 2013)
Area specified with highresolution(Feb. 14, 2013)

Figure: Flooded Area of Hurricane Sandy(Source: Federal Emergency Management
Agency)(i) Human damage: Hurricane Sandy reportedly killed a
total of 132 persons in the U.S. and Canada as ofNovember 16, 2012. The main causes of death were"drowning", "fallen trees," "external injuries," and"carbon monoxide poisoning."(ii) Damage to transportation facilities: Subway tunnels
and stations, street tunnels, etc. were flooded (Photo).
(iii) Damage to electric power facilities: A substation
flooded and exploded in the City of New York and power
supply stopped. A total of 8 million households in 17
States were affected by the blackout.
(iv) Suspension of business in stock exchanges: Stockexchanges were closed on October 29 and 30 to ensure
the safety of employees.

Photo: Flooded Subway Station(Source: Metropolitan Transportation Authority)
3. Response to disaster by government, etc.
The following findings were obtained concerning
disaster response.
(1) Preparation and implementation of a timeline ofdisaster-response actions
Measures for a big hurricane as well as a time schedule(time line) for implementing those measures are prepared
during ordinary times, and based on these, drastic
measures, including evacuation orders involving
hundreds of thousands of people and the suspension of
public transportation, were carried out by the day prior to
the arrival of hurricane.
(2) Establishment of the joint local task force by theFederal and local governments, etc.
A joint local task force was established by the Federal,
State, and municipal governments, and each organization
acted efficiently by sharing roles and in close cooperation
with each other.
(3) Communication by the heads of administration
Governors, mayors, etc. actively appeared on
mass-media to call for evacuation and responsive actions,etc.
(4) Verification of implemented disaster response
PDCA was establishment to verify the actions made in
response to the disaster and utilize results for future
responses.
[Reference]On-site Survey on the U.S. Hurricane Sandy
http://www.mlit.go.jp/river/kokusai/disaster/america/index.html

Survey of Damage to Road Bridges by the Bohol Island Earthquake in thePhilippines
MABUCHI Toshiaki, Senior Researcher
Earthquake Disaster Prevention Division, Research Center for Disaster Management
Keywords: Bohol Island Earthquake, road bridge, damage survey
1. Introduction
An earthquake of M7.2 occurred on Bohol Island,
Philippines, on October 15, 2013 It caused serious
damage and resulted in 222 deaths, 8 missing persons,and 796 injured (as of the end of October). Since roadbridges also suffered serious damage including collapse
from this earthquake, the Department of Public Worksand Highways of the Philippines Government requested
technical assistance for road bridge restoration to theJapan International Cooperation Agency ("JICA")
hereafter). As requested by JICA, I was dispatched to
the Philippines as a short-term expert to survey thedamage to road bridges from November 18 to 22,
together with Junichi Hoshikuma, senior researcher of theCenter for Advanced Engineering Structural Assessment
and Research (CAESAR), Public Works ResearchInstitute, and Toru Tsuchihashi of the Planning /Coordination Division, Economic Infrastructure
Development Department, JICA.
Note that, on November 4 to 11, 20 days after thisearthquake, Typhoon No. 30 ("Haiyan") passed throughan area about 140 km north of Bohol Island and caused
enormous damage to Leyte and Samal Islands, but nofurther serious damage to the road bridges on Bohol
Island, which was just a short distance away.
2. Outline of the Philippines Bohol Island
Earthquake
The earthquake struck at 8:15 a.m (local time). on
October 15 (Wed.), 2013 with an epicenter in Sagbayan
Town (north latitude 9.86°, east longitude 124.07°'). It
had a magnitude of 7.2 and focal depth of 12 km,
according to the announcements of the Philippine
Institute of Volcanology and Seismology.
On the Island, a reverse fault, which is a concealed
fault different from the existing fault (Bohol Fault), wasfound and named the "Northern Bohol Fault."
The maximum seismic intensity was 7 on the 12-stage
seismic intensity scale of the Philippine, which isequivalent to about an upper 5 on the Japanese intensity
scale.
3. Damage to road bridges
Damage to road bridges occurred on the west side of
the roads running around Bohol Island. We investigated
16 bridges during the survey period. The photo shows thecollapsed Moalong Bridge. The deformation in thesurrounding ground caused the abutment andintermediate abutment to tilt. The bridge girder thencollapsed because of the shortened girder seating. In
many other affected bridges, damage resulting from the
movement of the abutment due to the subsidence ofsurrounding ground was seen.
Such form of damage was also seen in the 1990 Luzon
Earthquake 1). It is, therefore, necessary to take seismic
improvement measures including the seismic design ofsubstructure, and bridge collapse prevention measures,
according to ground conditions.
4. Conclusions
We promptly reported the survey results to the
Department of Public Works and Highways of thePhilippines Government, and introduced the seismic
measures in Japan in consideration of the type of damage
to the road bridges in the Philippines. The geographicalenvironment of the Philippines is similar to Japan andlikely to suffer disasters from earthquakes and typhoons.
We hope that this survey will contribute to thedevelopment of disaster-resistant roads in the Philippines.
[Reference]"Report on the 1990 Philippines Luzon Earthquake
Damage Survey," edited by the Japan Society of Civil
Engineers (Earthquake Damage Survey Series 1)

Photo: Damage to Moalong Bridge (Built in 1982)

Major Disaster Surveys
1 On-site guidance for sewerage facilities concerning damage by heavy rain in the Chugoku District
Because of heavy rain in the northern and central parts of Yamaguchi Prefecture in July 2013, extensive damage occurred
within the Hagi Environmental Protection Sewerage System (Susa Treatment Area),. More specifically, slopes of anadjoining national highway collapsed and the sediment flowed into the wastewater treatment plant whereby causing a
shutdown.
To maintain sewerage services, vacuum trucks from Hagi City joined with vacuum trucks from three other cities in theprefecture in support. The trucks pumped the sewage and prevented wastewater floodingin the community. However, it was difficult to continue in the long-term transport ofwastewater, therefore Hagi City had to recover the treatment facilities as soon as possible.
In this regards, the National Institute for Land and Infrastructure Management (NILIM)
gave guidance on the relevant organizations to consult and step-by-step procedures forrecovering wastewater treatment.

OZAKI Masaaki, Research Coordinator of Water Quality Control
Water Quality Control Department

2 On-the-spot survey of a bridge damaged by the April 13 earthquake near Awajishima Island
An earthquake with its hypocenter near Awajishima Island at 5:33 a.m. on April 13, 2013
(M6.3, max. seismic intensity: weak 6) caused large cracks on a bridge abutment of acable-stayed bridge (Suhama Bridge, administrated by Sumoto City, Hyogo Prefecture,
bridge length: 149m) on Awajishima Island. Responding to a request from the Kinki
Regional Development Bureau, the Bridge and Structures Division conducted anon-the-spot survey as TEC-FORCE, with the Public Works Research Institute. They
provided technological guidance concerning safety evaluations and restoration measures.
TAMAKOSHI Takashi, HeadMIYAHARA Fumi, Researcher
Bridge and Structures Division, Road Department

3 On-site guidance for sediment-related disasters in Senboku, Akita
The debris flow in the Kuyobutsu District of Senboku, City, Akita Pref., which occurred due to a slope failure induced byheavy rain that began at dawn on August 9, 2013, caused serious damage -- 6 deaths, 2 injured, 16 houses damaged(including 10 vacant houses). In response to the request of Akita Prefecture for the
dispatch of disaster survey personnel, the Erosion and Sediment Control Division
conducted an on-site survey on August 10 and gave technical advice to Akita Prefectureand Senboku City on a future warning and evacuation system. For this study, Akita
Prefecture formed a "Warning / Evacuation Review Committee for Senboku Kuyobutsu
Debris Flow," to which we are continuously giving technical advice.
KANBARA Jun’ichi, Head
NIWA Satoshi, Guest Research Engineer
Erosion and Sediment Control Division, Research Center for Disaster Management

International Research Activities
1. Mission of international research activities
1.1. Three missions
The NILIM is the country’s only research body inthe housing and public capital fields. As anorganization of the Ministry of Land, Infrastructure,
Transport and Tourism, its mission is to provide
technical support necessary to more accurately andrapidly plan, propose, and implement policies of the
Ministry of Land, Infrastructure, Transport andTourism. Based on this, the NILIM resolutely works
to fulfill the following missions related tointernational research activities.
[1] Improving the quality of policies[2] International harmonization of technical standards
etc.
[3] Extending technical assistanceConcrete examples of its initiatives are described
below.
[1] Improving the quality of policies: Field survey of
Hurricane Sandy in the U.S.
In February 2013, with the NILIM Director General
as its leader, a survey team including the members of
the JSCE was formed. The team surveyed damage
caused by Hurricane Sandy in the U.S., the response
to it, and reported its findings to the Minister of Land,
Infrastructure, Transport and Tourism. It haspresented the results of the survey at several meetings
held in Japan.
[2] International harmonization of technical standards
etc.: Participation in international conferences
concerning international standards
At the same time as the NILIM works to inform theworld of Japan’s approach to technical standards etc.
it strives to harmonize Japan’s technical standards
with international standards. By participating in many
international conferences such as ISO meetings, wehave made proposals from Japan’s standpoint,collected information about international trends, andadjusted these with concerned parties inside Japan.
[3] Extending technical assistance: Dispatchingexperts and study and training by the JICA, bilateralresearch links
Wide experience and know-how in technicalguidance the NILIM has accumulated throughdomestic dispatch of experts and on-the-job training is
also applied outside of Japan. It provides technicalassistance through the dispatch of experts andon-the-job training by the JICA in response torequests from overseas.
And with priority on the countries of Asia, weconduct bilateral research connections emphasizing the
medium to long term. At this time, we have signed
researchconnection
memoranda
concerning
infrastructure provision with India, Indonesia, andVietnam, to provide these countries with technicalassistance. We are now making preparations focused on
the possibility of research connections with Myanmar.
1.2 Exporting technology in conjunction with research
connections
Of the three initiatives of the NILIM discussed
above, it appears that fewer efforts to promote [3]Extending technical assistance were made comparedwith the other two until we formed priority bilateralresearch links. Therefore, to extend technicalassistance effectively and efficiently, joint researchfrom the medium and long term perspectives will be
conducted in the 4 Asian countries mentioned abovein line with the procedure shown in the figure.
Figure. Procedure for spreading adaptive technologies
in Asia

Bilateral medium to long term research connections
and technical assistance are accompanied by a steadily
growing need to provide the outside world withtechnical theories related to the provision of
infrastructure in Japan and written technical standards
based on these technical theories. Technology
assistance, or in other words exporting technologies,
equals exporting concepts and theories of thesetechnologies. Providing technical standards that havesystemized technical theories can be called part oftechnology assistance. The increasing need to provide
these to foreign countries is a result of impetus fromboth inside and outside of Japan: requests for Japanesetechnology from overseas along with pressure inside
Japan to export infrastructure overseas.
Providing technical theories or technology
standards to foreign countries naturally makes aninternational contribution by spreading infrastructuretechnologies and preventing disasters, and it also
introduces foreign countries to technical theories andtechnology standards familiar to Japanese companies,establishing the infrastructure simplifying Japanesecompanies advance into these countries, or in otherwords, ensuring overseas markets.
Below specific examples in the road field are cited
following the procedure in the figure.
2. Survey analysis (preparation) to clarify researchneeds of other countries
We are now making preparations to support
technical standards and form research connections
with Myanmar.
In 2013, the Minister of Land, Infrastructure,
Transport and Tourism and the Minister ofConstruction of the Republic of the Union of
Myanmar signed a memorandum of cooperation in theroad field. In response, the NILIM and Public Works
Research Institute studied the support system, andexchanged information with JICA experts.
In the future, we will visit and tour the region to
specify the object technologies and study performing
a survey to clarify technology assistance and researchneeds.

Photo 1. View of a road in Myanmar
Because water gathers on roads when rain falls,
neighboring farmers who received commissions
from the government are digging ditches beside
the road to drain the water.
3. Specifying the object technologies
In June 2012, road interim report workshops were
held in three countries, Japan, Indonesia, andVietnam.
And research connections operate in six fields withboth Indonesia and Vietnam. And as candidates for
JICA project cases in particular, surveys and research
have been conducted in the paving field (naturalasphalt material (AsButon)) with Indonesia, and in thepaving, bridge (restoring the paving on the ThangLong Bridge) and tunnel fields (Hai Van Tunnel
maintenance) with Vietnam.
Workshops were held, specifying technology to be
the topic of joint research in various research linked
fields.
4. Performing joint research and supporting theenactment of technical standards
Based on bilateral research links with Indonesia, aguideline to traffic volume measurement methods inIndonesia was prepared last year (FY2012). Thisearned an award at the REAAA in March 2013.
In addition, in cooperation with the PWRI, the
NILIM formed research connections to develop
practical pavements made of new materials (naturalasphalt material (AsButon) in Indonesia), andconducted joint research to propose utilization
methods and to enact technology standards.
5. Spreading technologies to Asia and project
assistance
We are now responding to a request from theGovernment of Vietnam by giving consultation
services on the repair of the paving on the ThangLong Bridge, which is a key point linking Noi Bai
Airport with downtown Hanoi in Vietnam, and undera memorandum signed with the Institute of Transport,
Science, and Technology of the Ministry of Transportof Vietnam, we are establishing research connections
in cooperation with the PWRI.
In October 2012, we discussed the Thang Long
Bridge pavement repair project, visited the site, andprovided technical advice.
And we gave overall cooperation and assistancewith technological aspects of the project to the local
JICA office and embassy.
In the future, we will support this project toestablish it as a JICA loan assistance case and at thesame time study giving technical assistance toencourage Japanese owned companies to advance into
overseas markets, and provide information about roadenvironment technology standards.

Photo 2. Technicians from the NILIM and PWRI
etc. Inspecting Pavement at the Thang Long Bridge in
Vietnam
In response to a request from the Government of Vietnam, Japanesetechnicians are examining the pavement and looking for the causes ofdamage to it in order to repair the paving on the Thang Long Bridge,
which is a key point linking Noi Bai Airport with downtown Hanoi in
Vietnam

6. Conclusions
Although brief, the above describes ourinternational research activities. We wish to continue
to provide research assistance in the future whilehearing the views of concerned scholars etc.
concerning how we ought to conduct international
research activities.

Major International Conferences
1. Seventeenth MLIT/FHWA Intergovernmental Conference andTwenty-ninth U.S.-Japan Bridge Workshop (Japan: November 11 to 13, 2013)
At the MLIT/FHWA Intergovernmental Conference, which is a conference with the U.S. Department ofTransportation under the Japan-U.S. Agreement on Cooperation in Research and Development of Science andTechnology (traffic science technology field), the participants exchanged information concerning the latest
policy trends in the formation and management of bridges and other structural assets related to bridges and otherstructures, which is the cooperation theme in the road science technology field. This year, they exchanged anddebated the most advanced information concerning road bridges, tunnels, and pavement inspection systems, risk
management, and seismic retrofitting of bridges.
The U.S.-Japan Bridge Workshop is held on alternate years in Japan and the U.S. as an activity of the Wind andSeismic Effects Panel, working group G (traffic systems) of the Japan-U.S. Conference on the development anduse of natural resources (UJNR). This year it was held in Japan, where the participants announced papers,
conducted discussions, and exchanged information concerning maintenance of viaducts, inspection and survey
methods, tsunami, earthquake resistance evaluations and so on.
TAMAKOSHI Takashi, HeadSHIRATO Masahiro, Senior Researcher
YOKOI Yoshiteru, Researcher
Bridge and Structures Division, Road Department