In this study, methods for establishing Fragility Curves (FC) for quay walls (gravity type and sheet pile type) to estimate damages of the facilities immediately after earthquakes using a residual horizontal displacement threshold of 1.0 m was proposed. By the method, the FC was established based on Bayesian inference using the accumulated seismic damage facilities’ data and power spectrum intensity (PSI).

 To simultaneously consider common factors and different factors specific to each type of structure, we formulated the model of the FC based on the generalized linear model and the hierarchical Bayesian model. The model parameters were estimated by the MCMC methods. Furthermore, the uncertainty of the estimated FC was quantified by the Bayesian confidence interval.

 By using the proposed method, it becomes possible to incorporate diverse information of the structureside related to resistance of the structure, which will be accumulated in the future.

 Since its proposal, Goda's diagram of the overtopping rate has been used in seawall designs in Japan and abroad. In this study, numerical calculations using CADMAS-SURF are carried out to calculate the shoaling deformation and wave breaking deformation of regular waves and the overtopping rate, and the mean overtopping rate of irregular waves is obtained by applying the Rayleigh distribution to the wave height distribution of individual waves consisting of an irregular wave-group. The results of the numerical calculations are compared with the Goda’s diagram, and it is shown that for upright seawalls and dissipating seawalls, the two are in some agreement when the seabed slope is 1/10, but there is a significant difference between the two at 1/30.

 This paper aims to predict the dynamic response of a reinforced concrete building positioned behind a seawall subject to tsunami action using SPH and FEM. Firstly, the SPH model was validated for wave overtopping by simulating an existing physical model experiment and comparing the predicted hydraulic quantities with the laboratory measurements. Secondly, a land-based structure in the experiment, representing an exterior wall of a nuclear reactor building, was modelled by the FEM adopting the pressure time histories derived from the SPH model to carry out nonlinear time history response analysis. A series of numerical studies demonstrates that (1) it is crucial to account for the uncertainty of tsunamis to estimate the response of structures, (2) if a seawall is installed but not high enough, it does not contribute to the mitigation of wave force, and (3) the one-way coupled analysis with SPH and FEM is a useful technique to improve tsunami resistant design.

 The Seikan Tunnel Disaster Prevention System consists of three monitoring systems: groundwater inflow, tunnel lining strain, and earthquakes. It has been continuously operating since the opening of the Seikan Tunnel in 1988. Initially installed for the Tsugaru Kaikyo Line, the system has undergone three updates, including after the opening of the Hokkaido Shinkansen in 2016. The knowledge gained from this system has been utilized in determining the specifications for the Shinkansen’s early earthquake warning (EEW) system. Based on past experience, a new system is currently being developed that significantly updates the sensor and network specifications since the tunnel’s opening. Additionally, future plans include implementing functions that not only provide regular monitoring but also contribute to the safety of trains during abnormal conditions.

 This study focuses on the evaluation process of landscape based on the theory of emotion by using Near-Infrared Spectroscopy. The aim of this study is to show the trend of cerebral blood flow (CBF) changes corresponding to pleasant and unpleasant emotion in prefrontal cortex during viewing landscape pictures, and to find the temporal correlation between CBF changes and landscape evaluation using semantic differential method. Results showed (1) pleasant pictures led to a decrease of oxygenated hemoglobin concentration in the late phase of presentation, while unpleasant pictures led to an increase in the early and middle phase, (2) the concentration changes mainly correlated with the evaluation score of “orderly/open/lively” in the early phase, while “orderly/clean/beautiful/soft/warm/historic” in the middle and late phase. These findings suggest landscape pictures also induce CBF changes corresponding to each emotion, and CBF changes occur in relation to arousal or activity, valence or evaluation, and other emotional traits in this order.

 The Izu Peninsula coastal area divided into 50 districts by the regional characteristics is established "Tsunami Countermeasure Council", and is be promoting "Machidukuri of tsunami disaster prevention". Such a Machidukuri action that considers the regional characteristic is very important as a tsunami countermeasure that does not depend on only seawall. This study focused on this case, and conducted a literature survey and an interview survey with administrative agencies. As a result, this study clarified Machidukuri of tsunami disaster prevention of four types and each requirement from the relationship between the development policy designed by each district and the regional characteristics.

 Emergency transport times are increasing year by year, the medical facility access function required of roads is extremely important from the viewpoint of guaranteeing the national minimum. However, the current transport appraisal in Japan is based on the evaluation of three benefits, and no standardized appraisal method for medical access has been presented. Although several cases of measurement have been reported in business and research, most of them are based on the Cara curve, which was developed in France and shows the approximate relationship between elapsed time and risk of death. Therefore, this study estimated the relationship between emergency transport time and lifesaving rate by region and symptom using individual data on EMS transport in Japan (Emergency transport personnel data and Utstein data) and estimated the benefit of improving the lifesaving rate by road development. Based on the estimation results, the significance of benefit measurement was summarized from the viewpoint of ensuring the national minimum, and a policy for handling the measurement in transport appraisal was presented.

 The permit system for special vehicles (oversized and overweighted vehicles) that exceed the prescribed length and total weight limits requires a complicated approval process, and obtaining permission takes a considerable amount of time. Indeed, it takes 28.5 days on average. This places a significant burden on both transport operators and road managers, making improvements an urgent issue. In this study, we conducted a survey on the special vehicle administration targeting prefectures responsible for registrating and updating the road information handbook and reviewing permits. Additionally, we conducted interviews with administrative scriveners who handle permit applications and transport operators as related stakeholders. The results revealed inadequate staffing for managing the inclusion of municipal road information in the handbook, which corresponds to the last mile. Furthermore, we identified this issue as a social dilemma and proposed effective improvement measures.

 It is considered that recent change of rail usage is heterogeneous by individuals. In addition, it is expected that big data provides insights that have not been perceived by existing official statistics. Therefore, the purpose of this study is to classify the changes in people’s rail usage due to coronavirus disease (COVID-19) spread in terms of the usage frequency by individuals, based on historical ticket gate data in a station at multiple time, and reveal that the changes are diverse and heterogeneous.

 Patterns of changes in rail usage by individuals is revealed with focusing on 8, 037 people who are considered habitual rail usage and who were commuter regularly on weekdays at least a certain number of times in both 2018 and 2019, and using the concept of elasticity diagrams: did not change much, changed and returned, did not return. The significance of this study is visualization of these diversity and heterogeneity which are not revealed only by average change in number of users.

 As the shortage of truck drivers becomes more serious, truck platooning is attracting attention. As technological development and institutional improvements progress, truck platooning is becoming a reality. However, danger arises when ordinary vehicles try to merge near a truck platoon which is traveling on the main highway. Therefore, the purpose of this study is to statistically verify the effectiveness of two measures: “painting trucks yellow” and “warning drivers with information boards.” By conducting a virtual driving experiment using a driving simulator, test subjects’ driving log data were obtained. Two indicators were used to evaluate the safety of merging behavior: “PICUD at the moment of merging” and “cumulative jerk.” The analysis revealed that both the yellow trucks and the information boards reduced the cumulative jerk of merging vehicles, in other words, improved driving stability. It was also found that the risk of collision increases when encountering a truck platoon for the first time.

 BRT (Bus Rapid Transit) is expected to be one of the transportation measures for carbon neutrality, and its introduction has been progressing even in cities with small population sizes. In this study, we analyzed the residents’ intentions when BRT is introduced in a Special City at the time of Implementation, and Ota City, Gunma Prefecture, was selected as a case study city for analysis. It was found that people with high health consciousness and those who seek a safe and comfortable place to live and shop can be expected to respond positively to the acceptance of the BRT system. As measures to improve the acceptability of the BRT, it is possible to plan bus stops as transportation nodes and mobility hubs, and to present a diagram depicting life after the introduction of the BRT.

 Exposure test of stainless steel reinforced concrete specimens was conducted in severe chloride prone area in Japan Sea side. Visual observation was carried out every year. Specimens were dismantled and reinforcements ware investigated at three and ten years. It was found that normal reinforcements corroded when chloride content in concrete at the bar portion reached the threshold value in the JSCE standard specification. Thereafter, corrosion crack and its propagation were observed. Stainless steel reinforcements did not corrode even chloride content in concrete at the bar portion reached the threshold value in the JSCE recommendation. Contact corrosion of dissimilar metals was not observed in the conducted exposure test.

 In this study, Young’s modulus and shear modulus of plywood were measured by flexural vibration test. The width of the plywood was gradually changed, and the influence of the specimen shape was investigated. In addition, static torsion tests were conducted on the same specimens, and the obtained shear modulus was compared with the edgewise shear modulus obtained from the flexural vibration tests. The results of the flexural vibration tests showed that when the specimen was wide, it was difficult to measure multiple resonance frequencies of flexural vibration modes, regardless of whether the impact was applied in the in-plane or out-of-plane direction. However, when the specimen’s width was less than a quarter of its length, resonance frequencies of the first to fifth flexural vibrations could be easily measured. When vibration was applied in the in-plane direction, as the width of the specimen decreased, Young’s modulus increased and shear modulus decreased. On the other hand, when vibration was applied in the out-of-plane direction, Young’s modulus and shear modulus did not change significantly even when the width of the specimen was changed. As a result of comparing the edgewise shear modulus obtained in the flexural vibration test and the shear modulus obtained in the static torsion test, there was no significant difference between the two values for specimens whose width was one-eighth of their length.

 The Zostera beds around the estuary of the Monzen River in Iwakuni City, Yamaguchi Prefecture, were divided into a recovery period (2009-2014) and a decline period (2015-2020) based on annual changes in bed area over time. During this period, precipitation showed an increasing trend. Water temperature and the amount of fine sediment deposition on the leaves were higher during the decline period than during the recovery period, while turbidity was lower. The thermal tolerance limits for Zostera marina and Z. japonica are estimated to be 28°C and 29°C, respectively, so the cumulative time above these temperatures was used as an indicator of heat stress. After 2015, a negative correlation was observed between the cumulative time and the area of Zostera beds. Fine sediment deposition showed a positive correlation with cumulative precipitation (January to September) and a negative correlation with Zostera bed area. These results suggest a combined effect of heat stress and fine sediment deposition on Zostera beds. The increase in precipitation likely led to greater sediment deposition, making the estuarine area more susceptible to the effects of global warming.