The warehouse group along the Otaru Canal used for the barge loading of the Otaru Port had formed a huge distribution center where supplies of Hokkaido were controlled from the Meiji to the Taishou era.
 However, the actual conditions of port labors at the Otaru Port that has been developing since the Meiji era as a port in Hokkaido are not known well in the history of development in Hokkaido.
 Historical processes of port labors having endured at hard work at the Otaru Port are described by the relation between the Otaru Canal and the barge loading in this paper.

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 This paper describes about transition process of the execution system at Imperial Capital Reconstruction Project after Great Kanto Earthquake from a viewpoint of the organization and the personnel. The feature of engineer took part in Imperial Capital Reconstruction Project is also described. The government established a special organization named Department of Imperial Capital Reconstruction in 1924 from 1923, Ministry of Interior Reconstruction Bureau in 1930 from 1924 and Ministry of Interior Reconstruction Affairs Bureau in 1932 from 1930 for reconstruction from Great Kanto Earthquake. In addition to the large-scale reorganization in 1924 and 1930, these organizations were reorganized 7 times (6 times in 1930 from 1924, once in 1932 from 1930) by administrative readjustments and reexamination of works. City Planning Division and Accounts Division in Ministry of Interior Minister's Secretariat dealt with residual affairs for a while after abolition of Reconstruction Affairs Bureau. The Imperial Capital Reconstruction Project was taken part in 1,366 government officials, 864 of them technical. Its items were 1 chief engineer, 163 engineers and 700 assistant engineers. These technical government officials called in Ministry of the Interior, Ministry of Railways, 44 prefectures, 9 cities and others. Many of engineers who came from prefectures were experienced in the land readjustment at rice-fields. The number of the government officials became the maximum in 1926. In graduates of the imperial universities and graduates of higher technical schools promotion had a difference. The surplus engineer's treatment problem occurred by convergence of project.

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 The management of civil engineering heritage is premised on adaptive reuse by community resident. Local governments are required to manage the civil engineering heritage positively. However, most of civil engineering heritage have left unattended. From these backgrounds, the purpose of this study is to indicate the necessity for the adaptive reuse of civil engineering heritage planned by local governments strategically. To achieve this purpose, planned administration is focused for analysis, and disused railroads of civil engineering heritages are chosen as study objects. Disused railroads are transferred to local governments with the function lose. First, it is described the current state of reuse and management of civil engineering heritages on disused railroads. From the function point of view, it is cleared that the liner use as roads is needed to reuse bridges or tunnels, for example. It is also pointed out that the academic rating does not affect on the adaptive reuse or management directly. Second, the transferred reason is shown from the existing system of disused railroad to local governments. In addition, it is cleared that the connection between reuse of civil engineering heritage and comprehensive plan or individual plan is effective against reuse promotion of disused railroad. For comparison, two cases are chosen to clarify the relation-ship between reuse of civil engineering heritage and administrative plan, and to consider similarities and differences. It is cleared that there are differences of two reused examples in process on management of reused railroads even though the functions or purposes of adaptive reuse are the similar. Finally, management step of civil engineering heritages are generalized.

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 In Japan, one made a start of high-tide measure to cope with ground subsidence. Tokyo metropolitan government embanks for high-tide measures without a large floodgate. But Osaka prefectural government takes measures against exceptional high tide with embankments and three large floodgates. The method of high-tide measure doesn't necessarily standardize in Japan. Ground subsidence has already stopped, and activities by the waterside have recently become brisk. The social conditions relating to high-tide measure are changing.
 The method of high-tide measure has an effect on regional disaster and activities by the waterside. It is desirable that the method should be conformed the social conditions relating to high-tide measure. The purpose of this study was to confirm the necessity of a radical reconsideration about the high-tide measures in Tokyo and Osaka.
 The analysis demonstrates the trend of the high-tide measures in Tokyo and Osaka by researching into process of the measures. We conclude that especially in Tokyo, the recent social conditions aren't considered in the high-tide measures. To radically reconsider about the high-tide measures in Tokyo and Osaka means a lot to regional disaster and activities by the waterside.

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 From the latter half of 7th century to beginning of the 11 the century , "Ekiden-sei" (post horse system) was made under the establishment of "Ritsuryo" system, and "Ekiro" (principal roads) was expanded nationwide. "Ekiro" was also expanded in Kanagawa area, but there are conventional various theories where specifically the route passed. In this study, routes of Ekiro in each period were identified after consideration based on not only those points of view, also the viewpoint of the ancient tomb and thane in those area, shrines "Sikinaisha" listed on "Engisiki" and further application of the rectilinear road. "Meijijinsokuzu", the map made at the beginning of the Meiji era was employed for identification of root. Because contour lines were fine in this map, vertical section was able to be compared. Furthermore, location of Ekiya was identified, and its validity was examined by investigation of distance between Ekiya. The view point of present study could be good reference for other prefecture case that route of Ekiro is not clear.

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 Takebe-Iseki weir is the largest existing stone-built diversion weir in the Edo era, but it's existence is almost unknown even among the specialists of historical river engineering. Once this weir was preserved as the tangible cultural structure of Takebe Town, but it was dissolved when Takebe Town was acquired by Okayama City. This paper try to evaluate the importance of the weir using historiographical materials, comparative analysis and detailed surveying, which anticipates possible re-designation of the weir to the important cultural property.

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 This study clarifies a summary and significance of harbor construction business carried out at port of Taiwanese blooming lotus for the rule era in Japan. The port of blooming lotus harbor construction business was harbor construction in Taiwan in the modern times when it was carried thirdly out next to Keelung port, Takao Port. In addition, the port of blooming lotus was completed by a geographical factor as the first modern Horigome-type harbor in Japan. However, this point is not pointed out in a conventional study. I analyze the characteristic of the Horigome-type harbor and a construction example inside and outside Japan and blooming lotus Port harbor construction plan and the comparison of construction contents in this study to clarify the above-mentioned point. Furthermore, about the background where Horigome-style construction was adopted, I try what I elucidate through the report analysis of port harbor investigation carried out prior to the geographical factor and harbor construction business of the port.

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 The Nikko River that flows through the lowland in the western area of Aichi Prefecture has had a difficulty in preventing typhoon disaster such as storm-surge and inundation damages for a considerably long time. As a solution of this problem, the construction of flood gates started in 1955 in order to close up the estuary of the river, and completed in 1962. During the construction period the area was fiercely struck by the typhoon Isewan in 1959. This paper is to review the process of planning and developing the project of the Nikko River disaster prevention, and to investigate and clarify the factors that caused to delay the progress of the project.

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 As for the downstream area of Susobana River, large-scale river development was done by the vassalry with Tadateru Matsudaira at the Edo period beginning. However, as for this, the written historical records do not exist only with a few traditions. With the urban development in recent years, there are few traces that the river structure in Keicho period can be confirmed and investigated in the present Susobana River basin. In this paper, by inductive method it is tried to identify the early development mode of Susobana River in Keicho age on the basis of induction analysis of some obtained materials. These materials include the documents in the locally existing Edo period, the Nagano City map in Taisho era with that the figure of the river channel can be checked, the public administration documents in the early years of Meiji era which is taken into consideration with the map and added to the figure analysis. As a result, it is possible to estimate that the development of Susobana River was proceeded by the government officials from Koshu with the method of construction which is descended from the riparian work technology of the Koshu style to have arranged the double levee structure and the open levee structure used. Because together Hokkoku-Kaido Tanbajima-Zenkojijyuku route were constructed in the old River Susobana's flood zone, Kubodera irrigation was excavated at the same time, these were the comprehensive development which included flood control work, water utilization and a highway construction.

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