NEXCO CENTRAL (Central Nippon Expressway Company Limited)




May 23, 2016 Miyaike President briefing

Conference Summary

[Moderator]

Thank you for waiting. From now on, we will start the 114th regular conference.
Today's regular conference will show the first floor of the "Expressway Renewal Project", which is the first construction of the Tomei Expwy Viaduct viaduct floor slab replacement work.
So, regarding the overall plan of the renewal project, the president of Miyaike will explain more.

[Miyaike president]

At a regular conference this March, we announced "Expressway Renewal Project". Today, after my explanation, the construction of the Sou viaduct for Tomei Expwy will be on-site.
Please see Document 1-1.
(The first page)
Our company manages Expressway of about 2,000km, such as Tomei Expressway and Chuo Expressway. The route that has been the longest since opening was Meishin Expressway, and 52 years have already passed.
The graph on the right shows the number of years that have passed since opening. The inside is NEXCO 3 companies, the outside is our company Expressway, and the ratio of roads 30 years after opening is 40% at NEXCO 3 companies and 60% at our company, which is an aging route compared to other companies It is characterized by many
Under these circumstances, it is necessary to advance "Expressway Renewal Project" as soon as possible in order to continue to play the role of an aorta that supports people's lives and the economy.
(Page 2)
Expressway is aging due to the severe usage environment in addition to the increasing number of years. As an example of accelerating aging,
1. Passage of vehicles that violate laws and regulations and exceed the total weight as the traffic volume of large vehicles increases.
2. Increased opening of snow cover and increased use of anti-freezing agents
And so on.
(3rd page)
This graph shows the current status of Japan by bridge construction year.
The proportion of bridges nationwide over 50 years after construction of 2 meters or more was 18% in 2013, but 43% after 10 years, and not only Expressway but also Japanese bridges are aging. You can see the situation.
(4th page)
This graph shows the construction time of bridges in Japan and the United States.
In the 1980s, many road facilities were aging, and the United States was confronted with what is called "the devastating United States." This is partly because the roads that were built in large quantities under the New Deal policy of the 1930s were markedly deteriorated about 50 years later.
Many bridges were constructed in Japan during the period of high economic growth, 30 years behind the United States. Many roads were constructed in the 1960s and, like the United States, were aging 50 years later in the 2010s.
(5th page)
In the United States, the road traffic has been drastically increased by Large several times since the “Desolate America”. We are striving to improve this by securing the financial resources by expanding the automobile fuel tax (specified financial resources). Improved social infrastructure continues to support the subsequent development of America. It is necessary to manage the road so that it will not be called a “desolate Japan”.
(6th page)
From here, I will explain the contents of the renewal project.
First, as for the contents of the bridge work that will be carried out at this year's Yosoji Viaduct, we will replace the damaged slab with a concrete slab with high durability.
In addition to this, in order to improve the durability of the replaced floor slab, in order to block the penetration of water and chloride, high-performance floor slab waterproofing and reinforcement of girders will be implemented.
(7th page)
Next is the construction contents of the earth structure and the tunnel.
As a typical example of earth structures, in order to ensure long-term stability of the cut slope of a mountain, the ground anchor used to reinforce the slope has high anticorrosion performance and enhanced drainage function.
As a typical example of a tunnel, in order to improve stability against surrounding earth pressure, the bottom surface of the tunnel is connected to the reverse arch with concrete to increase the yield strength and prevent settlement and deformation.
(8th page)
Next, I will explain how to devise construction.
As an example, the photo is of the floor slab that is actually used in this Yomaso bridge, but the precast products produced at the factory will be delivered to the site. Adopting precast products contributes to shortening the construction period and improving quality and durability. Similarly, we also use precast products for wall balustrades.
(Page 9)
Next is the content of traffic regulation.
In February this year, the opening of Shin-Tomei Expressway ・ Hamamatsu-Inasa Junction (JCT)-Toyota-higashi JCT opened a double network of about 200km. By utilizing this double network as well, we will consider the construction period and regulation method so that the impact on traffic can be suppressed as much as possible. Regarding regulations, we are planning to adopt regulations that prevent road closures as much as possible and ensure both directions of the vertical lines.
(Page 10)
Next, I will explain the difference from centralized construction.
The renewal work requires a large-scale and long-term work to keep the main structure of Expressway healthy for a long time. On the other hand, intensive work is a concentrated work in a short period of time to carry out work to maintain and manage the road, such as mowing and repairing the road surface.
The renovation work is a large-scale and long-term work, although the location is limited. We ask for your understanding and cooperation.
(Page 11)
Next, I would like to introduce the construction to be carried out this year.
As a construction work other than the Yomozou Viaduct, we have been carrying out renewal construction from Chuo Expressway Okaya JCT ~ Ihoku interchange (IC) since last week. In the fall of this year, Chuo Expressway and Hokuriku Expressway are scheduled for further renewal work. We are currently preparing and will provide details as soon as it is ready.
The renewal project has started not only at our company but also at each Expressway company, and we will proceed with the construction in cooperation with coordination of traffic regulations.
In addition, for details such as traffic regulations and project contents, please check the website of each Expressway company or Japan Expressway Holding and Debt Repayment Organization.
(Page 12)
Lastly, the project cost of "Expressway Renewal Project" is about 30 billion yen this year, about 200 billion yen in the first 5 years of the 15 years of the overall plan, and 400 billion yen and 400 billion yen in 5 year units. We are planning to update and repair Expressway and carry out a business to connect to the next generation.
We ask for your continued understanding and cooperation.
This concludes the explanation.

[Moderator]

Regarding "Current status of business" in Document 2, we will only distribute this time.

[Moderator]

Now, let's receive your questions.

[Reporter]

Please tell us about the impact of the huge amount of repair costs required for renewal work on management and the budget allowance.

[Miyaike president]

The renewal work will be about 1 trillion yen in 15 years, and the total of about 3 trillion yen for NEXCO3 companies. In order to secure the necessary financial resources for this project, we have extended the collection period of fees for about 10 years. We do not think that there will be any particular problems with regard to management, as it will be carried out under the agreement with the Expressway Organization.

[Reporter]

Please tell us about the number of bridges and tunnels, etc., and how you are prioritizing them.

[Employees]

The extension announced on March 25 last year is about 74km for a large-scale renewal bridge and about 100km for a large-scale repair. Although this quantity is calculated for the entire business, we will announce the target locations as soon as they are decided.

[Reporter]

In the case of Shizuoka prefecture, I think that the Tomei Expressway renewal is not limited to mere aging, but please tell us your view from the perspective of disaster prevention.

[Miyaike president]

Many of the bridges were damaged during the recent Kumamoto earthquake. For bridges in our jurisdiction, measures are taken to prevent falling bridges, etc., but with reference to events such as overpass bridge collapse and slope disasters that occurred during the recent Kumamoto earthquake, a more reliable Expressway I want to aim for Even if it is a large-scale update, we would like to incorporate it if there is something that can be supported.

[Reporter]

We talked about overpasses, but please tell us how many overpasses are in the service area of Central Japan.

[Miyaike president]

The number before Shin-Tomei Expressway was opened in the Aichi prefecture section, but it is almost less than 1,000 bridges in our jurisdiction.

[Reporter]

I think you received approval from the Minister of Land, Infrastructure, Transport and Tourism last spring, but I think you said that you would start from last year, but let me confirm.

[Employees]

On March 25 of last year, we received permission from the Minister of Land, Infrastructure, Transport and Tourism to implement the renewal project under the Road Maintenance Special Measures Law. Since then, we have been proceeding with preparations such as surveys, design, and ordering of construction until the start of construction. We hope that you will understand that the renewal work for the Umune Viaduct has now been opened to the public.

[Reporter]

Is it all right to understand that it started from last year?

[Employees]

exactly.

[Reporter]

Future project cost of about 200 billion yen in the unit for five years, 400 billion yen, but is that 400 billion yen, the east-west Expressway company, Shuto Expressway, faster, such as large-scale renovation and repair business the same, including the Great Hanshin What about the fear of running out of people and materials by focusing on time?

[Miyaike president]

Regarding renewal work, we will first carry out piloting while ingenuity, research, or test construction. In addition, I think it is important to take measures to prevent downtime when it comes to construction orders, and to coordinate with industry groups to proceed with construction in a planned manner. In addition, I would like to implement this in collaboration with East and West companies.

[Reporter]

What exactly is "cooperation"?

[Miyaike president]

For example, logistics trucks run from Kyushu to Tokyo, so if each company does the construction work separately, it may cause trouble for customers. I think it is also necessary to coordinate with each other so that construction work does not concentrate at the same time. Since the construction work will increase more and more from now on, it means that we have to adjust such issues.

[Reporter]

The construction section is 47 years after opening, but please tell us what kind of awareness you have about the sense of crisis regarding aging. Also, please tell us if you think that there was no problem about the start of construction work at this timing.

[Miyaike president]

We sincerely apologize for the souls of those who died in the Sasago Tunnel accident caused by our company, and we deeply apologize to all the bereaved families.
We recognize that the public's interest in the deterioration of social infrastructure has risen since the accident. Expressway Speaking about, Meishin Expressway passed since 52 years, it is certain that aging is progressing. Earlier, I explained that it is a "desolate America", but it is slow in such a situation, so our idea is to take the initiative, and I would like to firmly proceed with the project. We are. In particular, where deterioration is progressing and where the progress is gradual, it depends on the location, so we plan to proceed systematically so that it will not be too late from the point of deterioration.

[Reporter]

Do you have the idea that you should have taken measures a little earlier?

[Miyaike president]

After confirming the repair history so far, the reality is that we have repeatedly implemented countermeasures and have endured until now. From the perspective of life cycle costs, we decided that it would be better to take full-scale measures, and we believe this is appropriate.

[Moderator]

It seems that your question has been interrupted, so this is the end of your regular meeting.