Damage to light poles mounted on viaducts under Level 2 earthquake must be avoided because it could create traffic disruption that would impede the post-earthquake emergency function of transportation networks. In this study, the plastic deformability and damage morphology of light poles were investigated and confirmed in the full-scale static loading tests using actual light pole structure. Based on results of the loading tests, the limit state, and the allowable deformation of light poles were determined to ensure its function in the case of emergency on transportation roads. Excessive seismic-induced vibrations are commonly observed on light poles mounted on viaducts due to response amplification of the viaducts. Accordingly, a practical seismic design method is proposed to verify that the seismic-induced displacement does not exceed the limit state 2 using dynamic analysis of the viaduct and the light pole. Furthermore, as a case study, earthquake resistance of the light pole on an existing viaduct was examined.

 The purpose of this study is to elucidate the mechanism of the rotational motion induced by strong wind in Ferris wheel gondolas. It is found that this rotational motion is caused by the galloping oscillation induced by the wind blowing to the front face of a gondola. This galloping oscillation is amplified with increasing wind speed, and changes into the rotational phase when the angular amplitude exceeds 180 degrees. The induced galloping converges to steady-state amplitude, while it is necessary to exceed a threshold of the gondola response amplitude to induce the galloping. This steady-state amplitude is determined by wind speed, and especially the angular velocity amplitude is proportional to wind speed. This proportional relation is shown in the rotational phase as well as the oscillatory phase.

 Due to intensification of rainfall external forces due to the climate change, attention is focused on the development of riverside retarding basins. In this research, a theoretical consideration was conducted on fundamental guidelines for optimally designing the retarding basin based on hydrograph of flood discharge from upstream. First, the flood hydrograph was given in a mathematical form including peak discharge and peak time, and for the water level of river channel obtained, the retention process of the retarding basin due to inflow from an overflow levee was formulated. Based on the solution, optimal specifications of the overflow levee to effectively utilize limited capacity of the retarding basin were derived, and the relationship between the retarding basin capacity and the peak discharge reduction effect was expressed. Finally, regarding the changes in flood hydrograph due to the climate change, trial calculations were made of the amount of reduction in flood control effect of the existing retarding basin and the capacity of retarding basin required to obtain specified flood control effect. Although the theoretical development in this research is based on several assumptions, it provides fundamental guidelines for creating the optimal retarding basin plan for arbitrary flood hydrographs.

 For quality control during construction of engineered barriers at radioactive waste disposal facilities using bentonite, applying a general quality control method for embankment construction, the frequency of in-situ density testing is about once per several hundreds to several thousands m³. Therefore, it is necessary to evaluate the impervious performance from limited data after construction. In order to evaluate the effect of measurement frequency, we created a three-dimensional spatial distribution model of hydraulic conductivity using geostatistical techniques, and performed seepage flow analysis and particle tracking method. As a result, the minimum required measurement frequency was found to suppress the variation of the analysis results.

 The authors developed a new liquefaction countermeasure method that can increase liquefaction resistance by increasing the density of liquefiable ground through an injection with leaf vein shape grout. We also confirmed its effectiveness by conducting executive tests in a large size pit, shake tablet tests and so on. This paper presents the results of the injection tests of the proposed method applied to the natural ground. The test results indicated that the proposed method could be carried out with a small amount of a ground uplift. In addition, it was confirmed that sufficient improvement effects could be achieved through soil investigations, such as piezoelectric drive cone tests, density logging and pressure meter tests conducted before and after the injection. Furthermore, the improvement effect for the ground with high fine-grain content could be reasonably evaluated by using density logging or pressure meter tests, although a N value inspection might underestimate the effect. Finally, some soil investigations were conducted at the same site after two years later to check the sustainability of the improvement effect. The results showed that the improvement effect was maintained at a sufficient level.

 We investigate where retail stores agglomerate in a road network with radial roads and a ring road in a two-dimensional space. Per-distance travel cost on the radial roads can be different from that on the ring road. The transition of the two-dimensional agglomeration patterns of retail stores is investigated with decreases in the travel costs. Results show 1) a difference in improvement sequences in the radial and ring roads generates a difference in the agglomeration patterns with different welfare levels and 2) how the two-dimensional geographical position of shopping agglomerations ensuring the highest welfare level differs from that in equilibrium.

 This research focuses on the fact that Japanese railroad bridges were standardized under the leadership of hired foreign engineers during the Meiji era (1868-1912), and most of railroad bridges were imported from the United Kingdom and other countries during the same era. After pointing out the inscrutableness of the fact, this research tries to specify the factors that railroad bridges were imported in the Meiji era through an analysis of the steel industry in the same era, a comparison with the shipbuilding industry, and an analysis of the thought of Viscount Masaru Ino-ue, who led the railway administration in the Meiji era. As a result, the background of import of railway bridges was found that the railway industry at the time was striving for rapid network expansion, that Viscount Masaru Ino-ue had a feeling of incompetence in Japan’s bridge technology, and that hired foreign engineers for railroad bridges were highly trusted by the railway authorities.

 Although sharing functions by setting up wide-area centers that transcend municipal boundaries in response to increasingly severe decline in population is eagerly sought, criteria for selecting centers and their comprehensive reality remain unclear. Cross-sectional and chronological perspectives are lacking. Therefore, this study was conducted to obtain suggestions for future widearea functional complementation by comprehensively examining changes in Candidate for Core Areas (CCA) that have existing stocks and which can serve as places for people's activities. The analysis results indicate the following: 1) The actual hierarchy of CCA with no railway stations is higher than that of CCA with railway stations in mountainous areas. 2) Decentralization is occurring in suburban areas where these are maintained or increasing. 3) Accessing CCA for daily life functions is difficult to achieve without passenger car use. Results show that areas exist in which it is still difficult to access potential sites with daily life and service functions without reliance on a car.

 Collective relocation was implemented in the tsunami-affected areas of the Great East Japan Earthquake, which have been experiencing an aging population. While the collective relocation has improved safety from tsunamis, it is presumed that the lives of elderly residents have undergone significant changes in terms of accessibility to essential living facilities and workplaces. This paper aims to reveal the impact of collective relocation, undertaken in the context of promoting the separation of work and residential area, on the pedestrian living environment of elderly relocation participants. This assessment was conducted using a walking accessibility analysis, which examined the accessibility from the collective relocation complex to the nearest living and working facilities. The analysis revealed that 1) many residents who participated in the government-led-type collective relocation moved from an area which were within their walkable distance, to city center areas which are no longer in their walkable distance. On the other hand, many residents who participated in council-type moved from area which originally were not in their walkable distance, to suburban areas with farther walking distance. 2) In addition, living facilities withdrew from suburban and rural areas to higher ground and inland areas, while residences were sprawled on higher ground throughout the city. This suggests that residences, certain living facilities, and livelihood facilities became more distant, potentially affecting the pedestrian living environment of elderly relocation participants.

 This study aims to clarify an impact of differences in discussion methods and the circumstances of the discussion on the willingness to participate (WTP) in the future informational meetings, conducting a discussion experiment simulating an informational meeting. In the experiment, participants discussed the acceptance of a geological disposal site by online chat and face-to-face discussion separately. The circumstances of the discussion were manipulated by the presence or absence of a person who monopolized the opportunity to speak by making negative comments. The results showed no main effect on the WTP, but an interaction effect was found in which the absence of a monopolist in the face-to-face discussion increased the WTP and the sense of benefit. Regardless of the discussion method, it was also shown that a participation in a meeting increased the intention to participate in the future. The results also showed that the WTP consists of interest in the benefits and the fair management. The main effects of face-to-face meetings were observed for the atmosphere and fairness of the management. Finally, the need to consider behavioral costs was discussed.

 The nuclear accident of the Fukushima Daiichi Nuclear Power Plant, followed by the Great East Japan Earthquake on March 11, 2011, caused high radioactive release which resulted in serious environmental contamination. While efforts to restore the environment by decontamination and disposal of The soil and waste removed in off-site decontamination work have continued, Japan has to address as much as 14 million cubic meters of removed soils and removed soil and waste, The Ministry of Environment has prepared interim storage facility to have removed soil and waste managed and stored in a safety and concentrated manner, which are transported from Temporary Storage Sites. Those removed soil and waste are to be transported outside Fukushima Prefecture for final disposal. The Ministry of Environment has had a large volume of removed soil and waste, which were temporarily stored in temporary waste sites in Fukushima prefecture, transported to Interim Storage Facilities. This has required up to 1,700 large dump trucks (for a total of approximately 3,200 round trips) per day. The transportation has therefore raised concerns about heavy traffic and road congestion involving general vehicles due to those trucks in operations. The problem has been particularly serious for the areas surrounding Interim Storage Facilities where tend to be congested with vehicles. Our study, to solve this problem, estimates the impact of transportation of removed soil and waste on traffics, proposes transportation plans, report cases of the achievement acquired thorough our transportation management (by PDCA cycle) and provides future challenges to be addressed.

 It was suggested that the form and terms of the contract for grant aid projects may have a greater impact on the discrepancy between the target price and bid price than the accuracy of the estimation standards adopted by JICA in grant aid project of Japan. Therefore, this paper focused on the differences between items stated in the contract clauses and actual conditions of work execution, which are assumed to be related to the discrepancy between the target price and the bid price, other than the accuracy of the cost estimation, and analyses the factors behind this discrepancy. As the result, following factors were identified: a lump-sum contract could not properly allocate the cost of managing risks, difficulty in confirming detailed construction plans at the bidding stage, and difference of the contract modification process between contractual provision and practical operation. It is important not only to improve the accuracy of target price, but also to reduce the risk of consultants and contractors by appropriate contract forms and terms.

 In order to improve the quality of maintenance management against scour disasters, which threaten safe and stable railway transportation, it is necessary to identify river bridges with a high potential for damage by considering the influence of both bearing capacity and external forces that contribute to scour. In this study, in order to propose a scour risk index for railway bridge pier, we conducted a statistical analysis of the external forces in a river when a scour disaster occurs on a railway bridge, obtained dimensionless tractive forces and their normalized values, and compared and summarized the values for the damaged and unaffected cases. The results showed that there is a certain linear relationship between the normalized values of failure and the penetration ratio of bridge foundation. The results also indicated that by comparing the return period of the normalized values corresponding to the penetration ratio, it may be possible to identify bridges that are at high risk of scouring relatively.

 When civil engineering work is performed in a rich natural environment surrounded by forests and streams, there is a strong need to protect the surrounding environment. In particular, when nighttime construction lighting is used, it affects not only the construction area but also a wide surrounding area, so countermeasures are taken by reducing the exposure area and using light sources with low insect attractiveness. An example of a light source with low insect attractiveness is LED lamps, which emit almost no ultraviolet light. On the other hand, some species of insects are known to be attracted even by LED lights in large numbers, and further researches are required to clarify the characteristics of these insects. In this paper, we conducted insect attraction tests using LEDs of various wavelengths and flicking cycles for a wide range of insect species in near a civil engineering sites. In addition, we conducted tests to compare the insect attraction of ordinary white LEDs and LEDs that blink at 100 Hz and have various color temperatures, with the aim of applying these LEDs to actual work sites. The results showed that both wavelength and flicking cycle had different effects on different insect order. In the comparison of wavelengths, the three-color RGB LEDs tended to attract fewer insects to the color containing more red wavelengths in most orders, while single-chip LEDs with the blue LED and yellow phosphor did not attract fewer insects even when the color temperature was lowered, depending on the test site and season. In the comparison of flicking cycle, the total number of insects captured with 5 to 475 Hz decreased as the frequency of flicking decreased, while a comparison of pulsed lighting at 100 Hz and constant current lighting showed an increase in some species with pulsed lighting.

 We analyzed the relationships among the number of adaptation measures and the number of areas covered by the measures in the local climate change adaptation plans formulated by August 1, 2022, and the classification of the local governments and how the plans are positioned. The results showed that the rate of plan formulation, the number of adaptation measures, and the areas in which adaptation measures are described varied depending on the classification and population of the local governments, indicating that the plans reflect the characteristics and systems of the region. Ninety-three percent of the plans were formulated in conjunction with the action plans of local governments based on the Law Concerning the Promotion of the Measures to Cope with Global Warming. Eleven of the plans included information on the relationship between climate change adaptation measures with other measures, such as mitigation measures. While the rate of plan formulation will increase in small municipalities, many of which have yet to formulate a regional action plan, local governments that have already formulated a local adaptation plan are expected to deepen the content. Therefore, accumulating knowledge and providing information in response to these varying needs are required.

 This study estimated the number of transported heat stroke patients at municipal level in Shiga Prefecture during 2030-2059 using multiple Global Climate Models and climate scenarios(combination of RCPs and SSPs). The regional risk and population risk are presented as a ratio of the total number and a ratio per 100, 000 people of transported heat stroke patients (relative to 2010-2019), respectively, to identify municipalities with high risk. In addition, the following uncertainties under the climate change impact assessment were examined; a whole prefecture and the range of municipalities, the range due to differences in Global Climate Models, and the range of yearly fluctuations.

 The municipalities with high risk were Kusatsu city, Moriyama city, and Ritto city, where populations don’t decrease and temperature increase significantly. Those with low risk were Kora town, Taga town, and Takashima city. The population risks for aged 65 years old and over were high in Maibara city and Otsu city. It is suggested that differences in Global Climate Models cause differences in future trends, and that yearly fluctuation could be greater than the difference by the range between models and scenarios.