10Th Fiscal Period Semi-Annual Report
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
9Th Fiscal Period Semi-Annual Report March 1, 2020 to August 31, 2020
9th Fiscal Period Semi-Annual Report March 1, 2020 to August 31, 2020 LaSalle LOGIPORT REIT 1-11-1 Marunouchi, Chiyoda-ku, Tokyo, Japan Message to Unitholders Features of LaSalle LOGIPORT REIT Accordingly, LLR achieved a period-average occupancy rate for the entire portfolio of 99.0%, the highest level Focused investments in prime logistics located in the Tokyo and Osaka areas since its listing. These endeavors allowed LLR to post • The portfolio comprises large logistics facilities located in the Tokyo and Osaka markets operating revenues of 7,430 million yen, operating income Toshimitsu Fujiwara of 4,066 million yen, ordinary income of 3,664 million • Make investments with attention given to location and building specifications – the source of property Executive Director competitiveness – to secure the portfolio’s competitiveness over a medium to long term LaSalle LOGIPORT REIT yen, and net income of 3,663 million yen, with a distribu- 1 President and CEO tion per unit (“DPU”) of 2,892 yen. In September 2020, LaSalle REIT Advisors K.K. after entering the 10th fiscal period ending February 2021, LLR acquired four properties totaling 76.4 billion Leveraging the LaSalle Group’s real estate investment management capabilities On behalf of LaSalle LOGIPORT REIT (“LLR”), I would yen, including additional interests in an existing property, like to express our sincere gratitude for your loyal • Leverage the LaSalle Group’s global experience and expertise as a leading company investing in core by using funds from its third public offering, while dispos- real estate assets patronage. ing a property (leasehold land). With the transactions, • Take advantage of the LaSalle Group’s investment management capabilities with an strong track record I would like to extend our deepest sympathies to all those LLR’s asset size expanded to 317.8 billion yen. -
Kyoto Hyogo Osaka Nara Wakayama Shiga
Introduction of KANSAI, JAPAN KYOTO OSAKA HYOGO WAKAYAMA NARA SHIGA INVEST KANSAI Introduction Profile of KANSAI, JAPAN Kansai area Fukui Kobe Tokyo Tottori Kansai Kyoto Shiga Hyogo Osaka Mie Osaka Kyoto Nara Tokushima Wakayama ©Osaka Convention & Tourism Bureau With a population exceeding 20 million and an economy of $800 billion, the Kansai region plays a leading role in western Japan. Osaka is center of the region, a vast metropolitan area second only to Tokyo in scale. Three metropolises, located close to one another 30 minutes by train from Osaka to Kyoto, and to Kobe. Domestic Comparison International Comparison Compare to Capital economic zone (Tokyo) Comparison of economic scale (Asia Pacific Region) Kansai Tokyo (as percentage of Japan) (as percentage of Japan) Australia Area (km2) 27,095 7.2% 13,370 3.5% Korea Population (1,000) 20,845 16.3% 35,704 28.0% Kansai Gross Product of 879 15.6% 1,823 32.3% region (GPR) (US$billion) Indonesia (Comparison of Manufacturing) Taiwan Kansai Tokyo (as percentage of Japan) (as percentage of Japan) Thailand Manufacturing Singapore output (US$billion) 568 15.9% 621 17.4% Hong Kong Employment in manufacturing (1,000) 1,196 16.1% 1,231 16.6% New Zealand Number of new factory setup (*) 181 14.8% 87 7.1% 0 500 1000 1500 (Unit: US$ billion) Number of manufacturers in Kansai is equivalent to Tokyo which is twice its economic size. Economy scale of Kansai is comparable to economies in Asia Pacific Region. Source: Institute of Geographical Survey, Ministry of Internal Affair “Population Projection” “World -
Kobe Unesco City of Design Report
REPORT 2017-2020 KOBE UNESCO CITY OF DESIGN CONTENTS 1. EXECUTIVE SUMMARY 2. GENERAL INFORMATION 3. CONTRIBUTION TO THE PROGRAMME’S GLOBAL MANAGEMENT 4. MAJOR LOCAL INITIATIVES 5. MAJOR INTER-CITY INITIATIVES 6. ACTION PLAN 7. INITIATIVES UNDERTAKEN IN RESPONSE TO COVID-19 Executive Summary 1.1. Introduction 1Kobe is home to many incredible resources and attractions--the nature-rich cityscape, characterized by nature and surrounded by seas and mountains; the lifestyle, created through an open-hearted and accepting people that work actively to incorporate foreign cultures; and manufacturing technologies, made famous by products like chemical shoes, cakes and pastries, sake, and pearls. Kobe is also known for its recovery from the Great Hanshin Earthquake in 1995, which was made possible through the cooperation and community development of the locals. “BE KOBE,” a message of civic pride established on the 20-year anniversary of the disaster, embodies the belief that the charm of Kobe lies within its people. “City of Design KOBE” represents a new vision of Kobe, one in which the locals reevaluate the city’s characteristics through the five design perspectives below, and create new points of charm for Kobe, through participation and cooperation. 1. Design that enriches daily life 2. Design that utilizes individuality and charm 3. Design that vitalizes the economy 4. Design that heightens creativity 5. Design that helps cultivate the soul and connect the city to the next generation Design as conceptualized by Kobe City isn’t just about visible colors and shapes--it’s also about the various creative efforts and systems that help make a city more livable. -
The 1St Call for Papers
The 1st Call for Papers The 18th International Conference on Precision Engineering (ICPE 2020 in Kobe) November 23-27, 2020 The Kobe Chamber of Commerce and Industry, Kobe, Hyogo, Japan The 18th International Conference on Precision Engineering (ICPE2020 in Kobe) will be organized by the Japan Society for Precision Engineering (JSPE) and held on 23-27 November 2020 in Kobe, Japan. The conference will be held at The Kobe Chamber of Commerce and Industry located in the Kobe port island which is artificial island at the port of Kobe. The following topics related to precision engineering will be focused in this conference. Digital design and manufacturing systems Micro systems and machine elements Life cycle and smart engineering Robotics and mechatronics Advanced system design and applications Ultra precision controls CAD/CAM technologies Nano-scale measurements and calibrations Advanced cutting technologies Surface metrologies of nano-scale structures Advanced grinding technologies Mechano photonics engineering and optical Micro/Nano machining and figurings applications Nano-scale surface finishing Advanced image processing and applications Non-traditional machining and additive Advanced 3 dimensional digital processing manufacturing Advanced surface processing Energy beam processing Micro fabrications for functional surfaces Advanced die/molding and polymer processing MEMS/NEMS Advanced machine tools and elements Bio-medical engineering and applications The important dates for paper submission are as follows. Submission of 100 to 200 words abstract: March 23, 2020 Notification of abstract acceptance: April 20, 2020 Submission of manuscript for paper review: June 15, 2020 Notification of final acceptance: August 17, 2020 Submission of Camera-ready manuscript: September 14, 2020 This conference will be scheduled as follows. -
And Sub-Structures of Elevated Highways in the Kobe, Ashiya, and Nishinomiya Area
SPECIAL ISSUE OF SOILS AND FOUNDATIONS 189-200, Jan. 1996 Japanese Geotechnical Society FOUNDATION DAMAGE OF STRUCTURES TAMOTSU MATSUIO and KAZUHIRO ODAii) ABSTRACT The 1995 Hyogoken-Nambu earthquake caused heavy damage to many super- and sub-structures of elevated highways in the Kobe, Ashiya, and Nishinomiya area. The majority of the elevated highways are founded on piles, most of which are cast-in-place reinforced large diameter concrete bored piles. The bore-hole television (BHTV) system was the most reliable method applied to the inspection of the soundness of cast-in-place bored piles. It was revealed that some cracks occur not only around the top of a pile but also between the pile top and tip. It was also noted that the degree of pile damage does not necessarily correspond to that of super- and sub-structures. In addition, the lateral resistance of damaged piles is discussed herein, based on the results of an available full-scale static load test on a pile group. Some case histories of raft foundations, caisson foundations, steel pipe pile foundations and precast prestressed concrete pile foundations are presented. Finally, it was concluded that the foundation damage to structures is sometimes caused not only by seismic force of super- and sub-structures, but also by liquefaction and/or lateral flow of the subsoil below the ground surface. Key words: caisson, cast-in-place pile, deep foundation, earthquake damage, foundation, pile, shallow foundation, (IGC: H1) geotechnical engineering, but also including considera- INTRODUCTION tion of the methods of restoration. The 1995 Hyogoken-Nambu earthquake was the larg- est to occur so far in a highly urban area. -
The 9Th SPSJ International Polymer Conference (IPC 2012)
The 9th SPSJ International Polymer Conference (IPC 2012) Progress and Future of Polymer Science and Technology Kobe, Japan December 11 - 14, 2012 The Society of Polymer Science, Japan (SPSJ) First Circular 1 ORGANIZATIONS Organizing Committee Chair: KATAOKA, Kazunori AIDA, Takuzo TAKAHARA, Atsushi AKASHI, Mitsuru URAGAMI, Tadashi FUJITA, Terunori YAMAGISHI, Takashi OHNO, Hiroyuki International Advisory Committee ALBERTSSON, Ann-Christine PENCZEK, Stanislaw CHU, Benjamin STEIN, Richard S. GRUBBS, Robert B. STEPTO, Robert F. T. HOLMES, Andrew B. TIRRELL, David A. JIN, Jung-Il VAIRON, Jean-Pierre KAMINSKY, Walter VOGL, Otto LEHN, Jean-Marie WANG, Fosong LODGE, Timothy P. WEGNER, Gerhard McGRATH, James E. WYNNE, Kenneth J. MÜLLEN, Klaus Program Committee Chair: AIDA, Takuzo Vice-Chair: KIMIZUKA, Nobuo ADACHI, Chihaya NOZAKI, Kyoko AOSHIMA, Sadahito SEGAWA, Hiroshi ASAKA, Kinji SEKI, Shuhei GONG, Jian Ping SEKI, Takahiro HAMACHI, Itaru SHIMOMURA, Masatsugu INOUE, Toshihide TAKAHARA, Atsushi ITO, Kohzo TAKEUCHI, Masayuki IYODA, Tomokazu URAGAMI, Tadashi IWATA, Tadahisa USUKI, Arimitsu KAMIGAITO, Masami UYAMA, Hiroshi KATO, Takashi WATANABE, Hiroshi KIKUCHI, Hirotsugu YAMAMOTO, Kimihiro KOIKE, Yasuhiro YAMATO, Masayuki MAEDA, Mizuo YASHIMA, Eiji MIYATAKE, Tatsuya YOKOZAWA, Tsutomu NAGASAKI, Yukio 2 Since 1984, The Society of Polymer Science, Japan (SPSJ) has organized SPSJ International Polymer Conferences (IPC) to provide the world polymer community with opportunities to meet and discuss most updated topics in polymer science and technology: -
Environmental Measures in the Port of Kobe
Environmental Measures in Port of Kobe JAPAN Port and Horbar Bureau, the City of Kobe 17.May.2018 1 1. About ”KOBE” 2 17.May.2018 1. About ”KOBE” - Location Kobe City Baltimore JAPAN Baltimore Japan Area 557.02km2 Highest Point (Mt.Rokko) 931.3m Kobe Port Estimated Population 1,532,391 - Tidal level fluctuation : 1.5 meters Households 715,393 - Average wind velocity : 3.2 m/sec Population Density per k㎡ 2,751 Japan - Non-service days : 1 to 2 days each year - Seismically-retrofitted berths : 7 berth 3 1. About ”KOBE” - Kobe / Baltimore Baltimore Port Baltimore Kobe Port Kobe 2.92 millionTEU/Year 4 1. About ”KOBE” - Cruise Port Naka Pier Motomachi Down Town Sannomiya Down Town KOBE Port Terminal Cruise Terminal クイーン・エリ ザベス Quantum of the Seas Queen Elizabeth (乗客定員: 2,081名) Naka Piers Number of cruise ships Harborland 150 (commercial area) Shinko Piers 初入港 Expected 132 130 118 110 104 97 90 70 Asuka II 2015 2016 2017 2018 ノルウェージャン ジュエル MSC スプレンディダ (乗客定員:2,376人) (乗客定員:3,247人) 5 Expected value 40 (Ships) 30 45 20 42 32 32 22 10 19 7 0 2011 2012 2013 2014 2015 2016 2017 1. About ”KOBE” - Port Area 595 ha 312 ha reclamation dsposal site Eastern Section ~ 1972 ~ Rokko Island 2001 Rokko Island 272 ha 390 ha Maya Wharf 443 ha ~ 1986 ~ Shinko Higashi Port Island 2nd 1999 Wharf ~ Stage Kobe Airport 1966 Port Island Redevelopment integrated with the cruise terminal Shinko Piers 1860’~1960’ Naka Pier Inner Harbor Hyogo Wharf - Container Terminal :11 berth(~-16m) - Throughput :2.92 M TEU Waterfront area - Total area :113 km2 6 2. -
Great Hanshin Earthquake Disaster, January 17, Kobe District: Geological Survey of Japan, Scale Est to the 15,000 Members of GSA
Vol. 5, No. 8 August 1995 INSIDE • South-Central Section Meeting, p. 160 GSA TODAY • New Members, p. 161 A Publication of the Geological Society of America • New Fellows, Student Associates, p. 163 The 1995 Hanshin-Awaji (Kobe), Japan, Earthquake Thomas L. Holzer, U.S. Geological Survey, 345 Middlefield Road, Menlo Park, CA 94025 34° 135° 10' 45' 135° 15' 135° 20' R o k k o M o u n t a i n s Nikawa-Yurino Holocene Alluvium and Reclaimed Ground Active Faults (Late Quaternary Activity) Figure 1. Neotectonic CRYSTALLINE ROCK OUTCROP FILTRATION Dashed where inferred ALLUVIAL DEPOSITS PLANT Pliocene - Pleistocene Sediment gravel, sand, clay Faults (Early Quaternary or map of Osaka Bay region ANCIENT SHORELINE, 6000 yr B.P. Miocene Sediment and Volcanics Tertiary Activity) LITTORAL & LAGOONAL DEPOSITS (generalized from River sand & clay Pre-Tertiary Intrusives, Sediment, and Major Tectonic Line in Metamorphic Rock Pre-Tertiary Basement Sangawa et al., 1983; SHORELINE circa 1885 RECLAIMED GROUND 34° 45' Tsukuda et al., 1982; and -10 BASE OF MARINE CLAY 0 25 50 km Elevation, m Asiya Mukogawa Tsukuda et al., 1985). JMA INTENSITY 7 134°-30' 135° 135°-30' 2 ? ? ? Nishinomiya 2 Hanshin Expressway Daikai Kobe 5 Harbor TRAIN 25' 10 m ° STATION 43 35° 35° Expressway 20 m 135 34° 40' Hanshin Rokko Island Expressway Port 30 m 43 5 Island Figure 2. Generalized OSAKA geologic map of Kobe Osaka Bay 0 5 km KOBE (from Huzita and Kasama, N EPICENTER 1983) and Japanese 34° 40' I N L A N D S E A 34°-30' 34°-30' Meteorological Agency ° 135° 15' 135° 20 135° 25 O S A K A B A Y (JMA) intensity 7 area. -
Analysis of Travel-Time Variation Over Multiple Sections of Hanshin Expressway in Japan
GENERAL ARTICLES Analysis of travel-time variation over multiple sections of Hanshin expressway in Japan Chalumuri Ravi Sekhar*, Takamasa Iryo and Yasuo Asakura Travel-time variation frequently occurs in urban arterial road networks as a result of demand and supply variations as well as of external factors such as adverse weather and natural disasters. Study of travel-time variation is useful for measuring travel-time reliability studies. The objective of this study was to analyse the factors influencing travel-time variation among multiple sections of the Kobe route of the Hanshin Expressway in Japan. In this study, the Seemingly Unrelated Regres- sion Equation (SURE) model was adopted to analyse the travel-time variation due to traffic volume, traffic accidents and rainfall as factors from the supply side, demand side and external factors of the transportation system respectively. This study identified that there was contemporaneous error correlation among multiple sections of the Kobe route. This error causes significant difference in estimated model parameters between the SURE model and Ordinary Least Square (OLS) model. Parti- cularly, it has been observed that SURE model coefficients obtained for the rainfall parameter were 42% lower than OLS model coefficients. The results of this study emphasize that the SURE model is good for analysing the influence of various factors on travel-time variation among multiple sections of the Hanshin Expressway. Keywords: Multiple sections, SURE model, transportation system, urban expressway. TRAVEL-TIME variation frequently occurs in urban arterial Unrelated Regression Equation (SURE) model was road networks as a result of various uncertainties in the adopted for evaluation of the effect of these factors on transportation system. -
7Th Fiscal Period Semi-Annual Report March 1, 2019 to August 31, 2019
7th Fiscal Period Semi-Annual Report March 1, 2019 to August 31, 2019 LaSalle LOGIPORT REIT 1-11-1 Marunouchi, Chiyoda-ku, Tokyo, Japan Message to Unitholders Features of LaSalle LOGIPORT REIT The existing properties of LLR also remain in good shape. Bolstered by strong demand from tenants, the fiscal period Focused investments in prime logistics located in the Tokyo and Osaka areas average occupancy rate of the entire portfolio stood at 98.8%, staying at the high level it had achieved in previous • The portfolio comprises large logistics facilities located in the Tokyo and Osaka markets Toshimitsu Fujiwara fiscal periods. • Make investments with attention given to location and building specifications – the source of property Executive Director competitiveness – to secure the portfolio’s competitiveness over a medium to long term LaSalle LOGIPORT REIT As a result of these endeavors, LLR has achieved the best 1 President and CEO performance since listing, posting operating revenues of LaSalle REIT Advisors K.K. 6,942 million yen, operating profits of 4,064 million yen, During the 7th fiscal period, LaSalle LOGIPORT REIT ordinary income of 3,688 million yen, and net income of Leveraging the LaSalle Group’s real estate investment management capabilities (“LLR”) decided on an asset replacement in April 2019, 3,687 million yen, with a DPU of 3,200 yen. • Leverage the LaSalle Group’s global experience and expertise as a leading company investing in core aimed at reinforcing portfolio profitability. Moreover, in real estate assets Entering the 8th fiscal period, LLR conducted its second association with the public offering it conducted in May, the public offering to acquire two properties, including addi- • Take advantage of the LaSalle Group’s investment management capabilities with an strong track record first follow on equity raise since listing, LLR announced the 2 of developing and investing in logistics facilities in Japan tional interests in an existing portfolio property, totaling 35 acquisition of five properties and the sale of one property. -
Seism Ic Dam Age Assessm Ent of Rail Structures in Japan After The
Seismic Damage Assessment of Rail Structures in Japan after the January 1995 Kobe Earthquake Parsons Brinckerhoff Quade & Douglas, Inc. San Francisco, California April 1995 U.S. Department of Transportation Federal Railroad Administration Office of Research and Development Washington, DC 20590 TABLE OF CONTENTS Section Page EXECUTIVE SUMMARY 1 ACKNOWLEDGMENTS 6 1.0 INTRODUCTION 7 1.1 Background 1.2 Seismicity 2.0 DAMAGE AND REPAIR TO WEST JAPAN RAILROAD COMPANY FACILITIES 9 2.1 Tokaido Main Line Viaducts 2.2 Tokaido Main Line Retained Structures 2.3 Tokaido Main Line Stations 2.4 Tokaido Shinkansen Viaducts 2.5 Tokaido Shinkansen Tunnels 2.6 Rolling Stock 3.0 DAMAGE AND REPAIR TO HANSHIN OSAKA KOBE MAIN LINE FACILITIES 12 3.1 Hanshin Main Line Viaducts 3.2 Hanshin Main Line Retained Structures 3.3 Hanshin Main Line Subway 3.4 Hanshin Main Line Stations 4.0 DAMAGE AND REPAIR TO HANKYU KOBE MAINLINE FACILITIES 13 4.1 Hankyu Main Line Viaducts 4.2 Hankyu Main Line Retained Structures 4.3 Hankyu Main Line Stations 4.4 Hankyu Imazu Line 5.0 DAMAGE TO PORT ISLAND PEOPLE MOVER 14 6.0 DAMAGE AND REPAIR TO KOBE MUNICIPAL SUBWAY 14 6.1 Daikaidori Station 6.2 Sannomiya Station 7.0 CONCLUSIONS 16 7.1 Observations Relevant to U.S. Design Practice APPENDIX - Photo Record GENERAL KOBE A-1 JRT West Japan Railroad Company Tokaido Mainline A-4 JRS West Japan Railroad Company Shinkansen A-28 S S West Japan Railroad Company Sannomiya Station A-44 HER Hanshin Electric Railway Hanshin Mainline A-48 HC- Hankyu Corporation Kobe Line A-67 PI Port Island Line - Peoplemover A-77 KMS Kobe Municipal Subway Daikai-Dori Station A-86 i EXECUTIVE SUMMARY In the six weeks following the January 17, 1995 Great Hanshin Earthquake (also called the 1995 Hyogo- Ken-Nanbu Earthquake or the Kobe Earthquake) an enormous effort has been expended in the cleanup, demolition, repair and rebuilding of the damaged rail facilities. -
2D-0067 the 17Th World Conference on Earthquake Engineering
2d-0067 The 17th World Conference on Earthquake Engineering 17th World Conference on Earthquake Engineering, 17WCEE Sendai, Japan - September 13th to 18th 2020 Paper N° C002182 Registration Code: S-A00954 REPRODUCTION SIMULATION OF 1995 KOBE EARTHQUAKE BY EARTHQUAKE DAMAGE SIMULATIONS IN EXPRESSWAY NETWORK M. Hattori (1), H. Ohishi (2), M. Shinohara(3), M. Nakamura(4) , K. Magoshi(5) (1) Hanshin Expressway Technology Center, [email protected] (2) Hanshin Expressway Technology Center, [email protected] (3) Hanshin Expressway Company Limited, [email protected] (4) Earthquake Engineering Research Center Inc, [email protected] (5) Earthquake Engineering Research Center Inc, [email protected] Abstract Earthquake damage simulations in expressway network targeted major earthquakes in the future has been researched in Hanshin Expressway. This simulations target all Hanshin Expressway route. So, it can evaluate the bridge damage conditions in route units or span units. If damaged piers can be predicted by the earthquake damage simulation, it is possible to clarify the piers where we should conduct the seismic reinforcement. In addition, if amount of step displacement on the road surface can be predicted, it is possible to clarify the places where we should prepare equipment to eliminate the steps. This earthquake damage simulation system is divided into three stages. Every earthquake simulation delivers the simulation results. Step 1 : Deep ground response analysis (from epicenter to engineering foundation) Step 2 : Shallow ground response analysis (from engineering foundation to pier foundation) Step 3 : Structural response analysis In this study, 1995 Kobe earthquake was tried to reproduce by using this earthquake damage simulation to verify this simulation accuracy.