Silviase/jgov_v1.4_full_ann huggingface dataset:
## (iii) Promoting the Development, Commercialization, and Popularization of Advanced Safety Vehicles (ASV)

With the cooperation of manufactures and academics, the popularization of ASV technology, such as advanced emergency braking systems were promoted. Also, as the output of the fifth-term ASV promotion plan, guidelines on systems for handling driver abnormalities and communications-based driving support systems were formulated.

Braking to mitigate

collision damage

## (iv) Providing Safety Information Through Automobile Assessment

In order to promote the development of safer automobiles, and enable consumers to choose the safe automobiles and child restraint system, the results of the assessment of automobile safety were published. Assessment of rear-view monitor commenced in FY 2015.

## (v) Efforts Towards Realization of Automatic Driving

Established under the purview of the UNECE World Forum for Harmonization of Vehicle Regulations (WP.29), the Automatically Commanded Steering Function Informal Working Group, co-chaired by Japan, has spearheaded the formulation of international standards on automatic driving, such as by proposing standards for automatic steering that could allow for automatic driving on expressways.

## (vi) Swift and Steady Implementation of Automobile Recalls and Informing Users and Others

In order to carry out vehicle recalls promptly and reliably, information is collected from vehicle manufacturers and users and efforts are made to reinforce systems for the collection of information from parts suppliers. In addition, checks are conducted and guidance is provided when audits are performed with respect to recall operations carried out by vehicle manufacturers. Technical verifications are conducted by the National Agency for Automobile and Land Transport Technology (known as the National Traffic Safety and Environment Laboratory until March 31, 2016) on vehicles that are questionable in terms of conformity of the safety or environmental regulations. In order to reinforce the collection of information on defects, dissemination activities in connection with the hotline concerning information on automobile defects (www.mlit.go.jp/RJ/) are being proactively undertaken.

In addition, the information collected by the MLIT including malfunctions, accidents, and fires are made public and information is provided to users regarding matters that require the attention of users or details necessary for the appropriate usage or maintenance and management or to take appropriate measures when malfunctions occur.

Also, in FY 2015 the number of recall notifications was 368 and the number of recalled vehicles was 18,990,000.

## (vii) Sophistication of Vehicle Inspections

In order to prevent illegal secondary modifications $ {}^{Note} $ and the early detection of vehicular malfunctions, information technology is being utilized to make vehicle inspections more sophisticated.
selects vessels to be escorted. The MLIT also appropriately applies the Act on Special Measures Concerning the Guarding of Japanese Ships in Pirate-infested Waters (enforced on November 30, 2013) which allows security guards employed by commercial security companies to guard Japanese-flagged vessels with which certain requirements are satisfied and ensures the complete navigational safety of Japanese-flagged vessels.

Japan Coast Guard, for anti-piracy measures in the water off the coast of Somalia and Gulf of Aden, dispatches its eight officers, onboard Japan Maritime Self Defense Force destroyers to conduct judicial police activities in case of piracy incident.

In addition, the Japan Coast Guard

Figure II-7-5-1

State of the occurrence of piracy and armed robbery against Japanese-related ships as reported to the MLIT (2015)

provides capacity building assistance towards maritime security agency officials of coastal states, such as off the coast of Somalia and in the Gulf of Aden and Southeast Asian waters, and is working on the promotion of collaboration and cooperation with relevant countries and agencies. Specifically, airplanes have been dispatched to and piracy-related safe-passage drills have been performed in collaboration with coast guard agencies belonging to the relevant countries for coastal states in the sea area around Somalia and the Gulf of Aden while patrol vessels and airplanes have been dispatched to and anti-piracy drills, training, and lectures have been held in collaboration with coast guard agencies belonging to the relevant countries for coastal states in the sea area around Southeast Asia. Members of coast guard agencies belonging to various countries have been invited to Japan and experts have been dispatched on a short-term basis to other countries to carry out training programs. Contributions are being proactively made to international partnerships, such as by dispatching personnel to the Information Sharing Center (ISC), which was established according to the Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia (ReCAAP).

Figure II-7-5-2

“Changes in the number of incidents involving piracy and armed robbery worldwide (according to the IMB Report)” and “Number of incidents involving piracy and armed robbery by sea area in 2014 (according to the IMB Report)”

(Notes) 1 For the years between 2003 and 2009 and 2014, the number of incidents of piracy in the waters around Somalia consists of incidents occurring in Somalia, the Gulf of Aden, and the Red Sea; for the years between 2010 and 2013, the number of incidents of piracy in the waters around Somalia consists of incidents occurring in Somalia, the Gulf of Aden, and the Red Sea, as well as incidents occurring in the Arabian Sea, Indian Ocean, and Oman.

2 The number of incidents for West Africa consists of incidents occurring in Angola, Benin, Cameroon, Congo, Gabon, Ghana, Guinea, Guinea-Bissau, Cote d'Ivoire, Liberia, Nigeria, Republic of Congo, Senegal, Sierra Leone, and Togo.
## (iii) Security Measures for Ports

Human resource development for port security measures is being implemented for ASEAN countries through training, expert conferences, and other measures. Also, information is being shared with other countries as a part of the initiative to further raise the level of security in international ports.

## (2) Comprehensive and Strengthened Counter-Terrorism Measures for Public Transport

As ISIL was gaining ground in the Middle East, Japanese nationals were being killed in Syria and Tunisia (January, February, and March 2015), a Russian plan was downed in Egypt (October 2015), and a series of terrorist attacks targeting Paris and Brussels occurred (November 2015 and March 2016). These incidents illustrate the ongoing seriousness of the global threat of terrorism. In light of these circumstances, counter-terrorism measures are being developed in each respective field and thorough supervision and inspections of counter-terrorism measures are implemented during busy seasons.

## (i) Promoting Counter-Terrorism Measures for Railways

In addition to increasing security cameras within stations and strengthening patrols, “crisis management levels” are set and operated as well as “displaying security and user participation” $ ^{Note} $ as the axis of promoting counter-terrorism measures. Also, the sharing of information regarding railway counter-terrorism measures with major nations is being actively pursued.

## (ii) Promoting Counter-terrorism Measures for Ships and Ports

MLIT has been engaged on ensuring security, through approval of the Ship Security Plan of the Japanese ships engaged on international voyage and ship inspection to them, and also approval of the Port Security Plan of the international port facilities in Japan and inspection to them, furthermore control of all the ships entering into the ports, such control includes inspection to them and Port State Control (PSC), in accordance with “Act on Assurance of Security of International Ships and Port Facilities.” In addition, in the light of the results of inspections for the Japanese international port facilities and the security levels of foreign countries, MLIT has increasingly enhanced its port security measures, for example, the three-item check (checks on the ID, organization and purpose of entrance) at all the Japanese international port facilities after July 2014.
## I nfectious Disease Measures

We are coping with the infectious diseases, by close cooperation with the relevant ministries and agencies, including the Ministry of Health, Labor and Welfare and the Cabinet Secretariat for the measures.

For countermeasures against pandemic influenza and new infectious diseases, in May 2012 “the Act on Special Measures for Pandemic Influenza and New Infectious Diseases Preparedness and Response (hereinafter Act on Special Measures)” was established and put into effect in April 2013. The Act on Special Measures is designed to limit the spread of infections as much as possible, protect the life and health of national citizens, and minimize impact on citizen’s lives and the national economy by:1) businesses in general must work to cooperate with prevention and countermeasures and consider impacts due to epidemics and work to implement appropriate measures in conducting business, 2) Registered business operations eligible for prior vaccination must continue to carry out business activities that contribute to the stability of citizen’s lives and economy even during outbreaks, and 3) designated public institutions are required by regulation to implement measures against breakouts of new type influenzas, etc., and designated public institutions that serve as transport operations must establish individual business plans in the event of new type influenzas, etc., emergency situations and carry out necessary measures to appropriately implement the transport of passengers or cargo.

In June 2013, the National Action Plan for Pandemic Influenza and New Infectious Diseases of JAPAN (hereinafter National Action Plan) based on the Act on Special Measures was approved by the Cabinet and it includes countermeasures against pandemic influenza and new infectious diseases such as the basic policy, the implementation system, surveillance and intelligence gathering, prevention and stopping of outbreaks, medical treatment, and ensuring the stability of citizen's lives and the national economy for the various outbreak stages of pandemic influenza and new infectious diseases.

In accordance with this, MLIT amended the MLIT Action Plan or Pandemic Influenza and New Infectious Diseases in June 2013 and for the implementation of the newly incorporated various measures in the Act on Special Measures: 1) the role of designated (local) public institutions which are transport business operators, and 2) responses when a declaration of an emergency situation regarding Pandemic Influenza were defined. Additionally, during overseas outbreak phase, cooperate with preventative measures to delay domestic epidemics as much as possible and when quarantine airports and harbor are aggregated, call for cooperation between airport and port administrators to ensure the segregation goes smoothly and after the early phase of domestic outbreak, make transport requests for emergency supplies such as medical and food supplies in case of urgent need.
vehicle speed data, travelled route and travel time data, and other various big data carefully collected from the ETC2.0 onboard units, which became available in the market in August 2015.

(B) Promotion of the Advanced Safety Vehicle (ASV) Project

Regarding the ASV promotion plan, efforts are underway for the development, commercialization, and widespread

adoption of Advanced Safety Vehicles (ASV) that assists the drivers to drive safely by using advanced technology such as ICT technology. In FY 2015, studies were conducted on measures to counter driver overconfidence, the trend towards greater complexity in systems, and the promotion of the development of safe driving support systems based on the use of communications, including communications between vehicles and communications between pedestrians and vehicles.

## 2 Realizing Automatic-Driving Systems

Japan has been appointed to jointly chair the Intelligent Transport System and Automatic Driving Informal Working Group (established in November 2014) and the Automatically Commanded Steering Function Informal Working Group (established in February 2015), which were established under the UN World Forum for Harmonization of Vehicle Regulations (WP.29), and is spearheading studies of international safety regulations applicable to automatic driving systems.

Domestically as well, we will engage in studies on demonstration experiments for the commercialization of communications-based driving support systems and on safe and smooth methods of system communications with drivers in the context of the Cross-ministerial Strategic Innovation Promotion Program (SIP), a collaborative measure undertaken by relevant ministries and agencies. A meeting to review the automatic-driving business was held jointly with the Ministry of Economy, Trade and Industry and the direction that automatic-driving systems should take as we focus on a point fifteen years down the road and the issues that need to be addressed for the realization of this direction were sorted out.

## 3 Realizing a Society that Utilizes Geospatial Information in a Sophisticated Manner

In order to utilize location and spot information or “geospatial information Note” in a more sophisticated manner through ICT, initiatives are being promoted to realize a G Spatial Society (Sophisticated Utilization of Geospatial Information Society) where the necessary geospatial information can be utilized by anyone at anytime and anywhere in accordance with the Basic Plan for the Advancement of the Utilization of Geospatial Information, which was enacted by Cabinet Decision in March 2012.

Note Information that indicates the position of a specific point or area in geospace (including temporal information pertaining to said information) as well as any information associated with this information. Also called G-spatial information (Geospatial Information).
promoted in rivers, roads, ports, and sewage, as a response to the “e-Japan Priority Policy Program”. As of April 2015, the total extent of the optical fiber controlled by the government for river and road management was about 38,000 km, and of this a portion of core cable roughly 18,000 km that does not interfere with the facilities management was opened to private sector business, and in 2015 there were new applications for additional use of about 400 km.

## 6 Sophisticated Water Management and Water Disaster Prevention Utilizing ICT

In light of the new developments in information technology of recent years, new technology is being applied in the field to further the sophistication of water management and water disaster prevention.

Regarding the monitoring of rivers and their basins, XRAIN (MLIT X Band MP Radar Network), which allows for the near real-time observation of local rainfall, is being harnessed for rainfall observations. For the observation of flow amounts and water levels, the introduction and practical application of new technology, such as ADCP (Acoustic Doppler Current Profiler) and image analysis based on the utilization of CCTVs and other types of images, are being promoted. In ascertaining the extent of flooding during a disaster, emergency observations were made (Figure II-10-1-3, Diagram 1) with a satellite-based SAR system (Daichi No. 2) during the heavy rains that fell in the Kanto and Tohoku regions in September 2015. The use of big data, including SNS posts and various types of locational data, is being studied.

In addition to obtaining high precision topographic data through aerial laser profiling (LP), initiatives to improve the efficiency and effectiveness of maintenance and management by utilizing the image data obtained through Mobile Mapping Systems (MMS) are being promoted.

Further crisis management is being promoted by initiatives like flood simulation and risk understanding (Figure II-10-1-3 Diagram-2) based on “Distributed Rainfall-Runoff Model”, an advanced flood prediction model compared to the conventional one, that uses the information obtained through such rain volume, water level, and high precision topographic data.

Also, for sediment-related disasters caused by heavy rains and other factors, unusual conditions are always monitored through such means as a radar rain gauge that can observe the rainfall situation over a large area with a high degree of accuracy, volcano monitoring cameras, and landslide monitoring systems. Additionally, in preparation for the occurrence of a deep-seated catastrophic landslide, the development of the Deep-seated Catastrophic Landslide Monitoring and Warning System, which detects the location and scale of an occurrence at an early stage, is being promoted for rapid emergency restoration measures as well as the prevention and mitigation of damage through appropriate warnings and evacuations.

In the sewerage field, investigations to implement

Figure II-10-1-3
## (2) Streamlining and Improving the Reliability of the Maintenance and Management of Machinery

For the protection of citizens’ lives and properties from disasters, the construction of floodgate facilities, storage and drainage pump facilities, and road drainage facilities were furthered, starting around late 1965, and many of the facilities are becoming decrepit. As such mechanical equipment is required to function reliably during floods, the Technical Standards Applicable to Dams and Flood Gates Facilities (Draft) was revised and the Procedures for Inspecting and Developing River Gates and River Pump Systems (Draft) were newly formulated.

## (3) Utilizing the Accomplishments of Construction Technology Development

In order to safely and swiftly carry out restoration activity at disaster sites where the danger of secondary disasters such as large-scale floods, sediment-related disasters, and slope collapses are high, a hydraulic shovel that can be remotely controlled, dismantled, and airlifted was developed. Eleven units have been deployed nationwide and shovels have been dispatched for disaster-recovery efforts.

## (4) Promotion of Development and Introduction of Robots for the Next Generation Social Infrastructure

The social infrastructure of Japan is facing problems such as progression of aging, rise in the disaster risks of earthquake, storm and flood damage. Therefore, for the “5 emphasis fields” (Maintenance and management: Bridge, Tunnel, and Water; Disaster Response: Investigation and Emergency Restoration) that require the development and introduction of robots, initiatives are underway for the maintenance and management of the social infrastructure and improvement of effect and efficiency during disaster, by planning for the development and introduction of highly useful robots. In FY 2015, we made a public appeal to private companies and universities for robots capable of addressing our five

priority fields with a view to their experimental introduction beginning in the next fiscal year. Testing and evaluations at sites under our direct authority were conducted for eighty submitted technologies under the supervision of the Committee for Field Investigations on Next-Generation Social-Infrastructure Robots, and the results of this process were subsequently released to the public.
D-0804 温暖化が大型淡水湖の循環と生態系に及ぼす影響評価に関する研究

（１）琵琶湖の全循環と生態系モデルングに関する研究

東京大学生産技術研究所

海中工学国際研究センター

北澤 大輔

平成20～22年度累計予算額：3,753千円（うち、平成22年度予算額：1,153千円）

予算額は、間接経費を含む。

[要旨] 本研究では、3次元の流れ場・生態系結合数値モデルを開発し、深水湖の水質、生態系を再現するとともに、将来予測を行った。全循環の発生に係わる表層、底層の水温変動の再現性向上に焦点を当て、境界条件の精緻化等により、(1)琵琶湖では成層期の底層の水温上昇率が表層の水温上昇率を上回り、全循環が継続して発生したこと、(2)池田湖では表層の水温上昇率が底層の水温上昇率を上回り、全循環が停止したことを示した。琵琶湖と池田湖で比較してみると、湖底の勾配が大きい池田湖では、吹送流、密度流、内部波などの3次元的物理現象が発達しにくく、底層への熱伝達率が減少し、底層の水温上昇率が抑制されたものと考えられる。琵琶湖では、今後の気温上昇により表層平均水温が底層平均水温より上昇しても、成層期に表層からの熱伝達によって底層水温が上昇し、循環期に下降する季節変動を示すため、全循環が継続して発生すると予測された。生態系サブモデルでは、無機態リン濃度が著しく低いにもかかわらず植物プランクトンのブルームが発生する琵琶湖の特性を考慮し、栄養塩のセルクオタを組み込んだ。また、他のサブテーマによる観測結果を用いて、有機物の沈降速度、栄養塩の溶出速度、酸素消費速度などの主要なフラックスを直接的に定式化し、観測、実験で得られたパラメータを与えた。その結果、深水湖の季節変動および経年変動を想定した予測精度の範囲内で再現できた。今後100年間で気温が上昇すると仮定した場合は、水温の上昇により酸素の溶解度が減少し、年最低溶存酸素濃度が低下した。また、底層での溶存酸素濃度の低下により栄養塩が溶出し、富栄養化によって湖底の溶存酸素濃度がさらに低下した。溶存酸素濃度の低下を緩和する有効な手法として、①汚濁物質負荷量の削減による酸素消費の低減、②電気分解による酸素供給を取り上げ、その効果を数値シミュレーションによって予測したところ、汚濁物質負荷量の削減により溶存酸素濃度の低下を緩和できること、電気分解によって酸素を供給する場合は成層期に集中して行う方が効果的であることを示した。

[キーワード] 気候変動、全循環、生態系モデル、溶存酸素濃度、将来予測

### 1. はじめに

世界の平均表面気温は、1981年から2005年までの25年間で線形に変化したと仮定すると、0.44℃±0.13℃（0.018℃±0.0052℃ year $ ^{-1} $ ）上昇した（Intergovernmental Panel on Climate Change $ ^{1} $ ）、以下IPCC）。日本各地の気象台の中には、より高い気温上昇率を示した地点もある。たとえば、日本最大の湖である琵琶湖周辺の彦根気象台データ、7地点のアメダスデータによると、各地の年
平均気温の上昇率は、1981年から2005年までに、 $ 0.02\sim0.07^{\circ}C $ year $ ^{-1} $ であった（気象庁提供）。IPCCでは、今後100年間に、世界の平均表面気温が1.1～6.4℃上昇すると予測しており、日本各地でもさらなる気温上昇が予想される。

気温の上昇は、湖沼の水温上昇や成層の強化を引き起こす。冷却期に循環する深水湖では、鉛直循環の欠損による成層の恒常化が懸念される。たとえば、琵琶湖は、春季から秋季にかけて成層が形成され、冬季に成層が消滅する一循環湖である $ ^{2} $ 。成層期には、表層で生産された有機物が湖底に堆積し、バクテリアによる分解を受ける。バクテリアの分解に伴って酸素が消費されるとともに、成層により表層から底層への酸素供給が抑制されるため、底層の溶存酸素濃度が低下する。冬季に鉛直循環が発達し、成層が消滅すると、表層の酸素を含んだ水が底層に供給され、底層の溶存酸素濃度は表層の溶存酸素濃度と同じレベルまで回復する。一般に、冬季に表層から底層までの水温が一様となり、底層の溶存酸素濃度が回復する過程を全循環と呼んでいる。しかし、2006～2007年の冬季には、観測史上初めて、暖冬によって3月になっても底層の溶存酸素濃度が表層の溶存酸素濃度のレベルに回復しない現象が確認された $ ^{3} $ 。また、琵琶湖と同じ深水湖の池田湖では、1980年代の気温上昇に伴って全循環が停止し、底層が貧酸素化した $ ^{4-5} $ 。世界の深水湖でも、水温上昇や成層の強化、底層水の低酸素化が報告されている $ ^{6} $ 。底層水の低酸素化は、底層に生息する生物に大きな影響を及ぼす。

今後の気候変動は、湖沼生態系にさらなる影響を及ぼす可能性があるが、その影響を緩和する方法を検討するためには、まず将来の気候変動予測シナリオに基づき、湖沼の水質、生態系を予測する必要がある。特に、全循環の継続に係わる水温と底層の溶存酸素濃度は主要なパラメータである。流れ場一生態系結合数値モデルによる数値シミュレーションは、水質、生態系の将来予測を行うために有効な方法の一つである。近年、鉛直一次元の流れ場一生態系結合数値モデルを用いた湖沼の水質予測計算が行われるようになった $ ^{7-8} $ 。鉛直一次元モデルでは、湖面冷却や風摩擦による鉛直混合を再現できるが、吹送流、密度流、内部波などの現象を考慮する場合にはモデル化が必要であり $ ^{9} $ 、全循環の発生や底層の溶存酸素濃度分布を高精度に予測することは困難である。そこで、近年は三次元モデルを用いてこれらの現象を直接的に再現、予測する方法が用いられ始めている。

## 2 ．研究目的

本研究では、深水湖を対象とした3次元流れ場一生態系結合数値モデルを開発する。数値モデルを琵琶湖に適用し、過去の観測結果や他のサブテーマで実施された観測の結果を用いて、数値モデルの校正と検証を行う。また、比較研究として、1980年代に全循環が停止した池田湖を取り上げ、数値モデルを池田湖に適用した数値シミュレーションも実施する。さらに、今後100年間のIPCCの気候変動シナリオに基づき、琵琶湖の将来の水質、生態系を予測する。また、気候変動が琵琶湖の水質、生態系に及ぼす影響を緩和するための方策を提示し、その効果を数値シミュレーションによって予測する。

## 3 ．研究方法

## （1） 流れ場－生態系結合数値モデル

流れ場－生態系結合数値モデルは、流れ場サブモデルと生態系サブモデルから構成される。流
れ場サブモデルは、静水圧近似とブジネスク近似を仮定し、デカルト座標系の3軸方向の運動方程式、連続の式、水温の移流・拡散方程式、状態方程式から構成され、3方向の流速、圧力、水温、密度の時空間変化を解く。生態系サブモデルでは、図1に示すように、植物プランクトン、リン、窒素のセルクオタ、動物プランクトン、懸濁態有機物、溶存態有機物、無機態リン、無機態窒素、溶存酸素を状態変数とし、状態変数間のフラックスをいくつか数式とパラメータを用いて定式化した。これらの物質の時空間変化は、化学・生物学的な変化を組み込んだ後、流れ場サブモデルにより得られる物理パラメータによる移流・拡散方程式を用いて解いた。

図1. 生態系サブモデル

当初の生態系サブモデルにおいては、光合成の栄養塩制限項μは、光合成速度が水中の栄養塩濃度に依存するものと仮定し、以下の式で与えていた $ ^{7)10} $ 。

$$ \mu=\min\left(\frac{DIP}{K_{DIP}+DIP},\frac{DIN}{K_{DIN}+DIN}\right) $$

ここで、 $ K_{DIP}\left(\mu g\mathrm{P}\mathrm{L}^{-1}\right) $ 、 $ K_{DIN}\left(\mu g\mathrm{N}\mathrm{L}^{-1}\right) $ はそれぞれ栄養塩摂取の半飽和定数、DIP $ \left(\mu g\mathrm{P}\mathrm{L}^{-1}\right) $ 、DIN $ \left(\mu g\mathrm{N}\mathrm{L}^{-1}\right) $ は無機態リン、無機態窒素の濃度である。しかし、琵琶湖では、循環期に無機態リン濃度が湖内全体で枯渇するにもかかわらず、春季に植物プランクトンのブルームが発生する。これは、植物プランクトンが体内に無機態リンを蓄積し、それを利用して成長するためであると考えられる。そこで、植物プランクトンの光合成速度が、細胞内に蓄積された栄養塩（セルクオタ）による制限を受けるものとして、栄養塩制限項を以下のようにモデル化した $ ^{11-12)} $ 。

$$ \mu=\min\left(1-\frac{CQP_{0}}{TQP},1-\frac{CQN_{0}}{TQN}\right) $$