Intertidal morphology was monitored continuously with an X-band radar at the research pier HORS in Hasaki, Japan. Hourly-averaged radar images were processed to observe longshore distributions of shoreline positions. Variations of longshore mean shoreline positions and their fluctuation intensities observed in the years 2005 and 2006 showed a seasonal change which followed the so-called beach-cycle. Longshore pixel intensities close to the waterline were extracted from time-averaged images for every hour of the two years to process longshore time-stack image. Longshore migration speeds of shoreline mega-cusps were estimated by cross correlation analysis of the time-stack image, and the reliability of the method was checked. Migration speeds were compared to measured longshore current speeds at the pier and the longshore component of the wave power, showing that they are highly synchronized for most conditions. Finally, the migration statistics were related to the wave data, and the results showed that the northwards migration rates were typically larger than southwards rates, which was consistent with the statistical results for wave forcing variables. Also, the relationship between the migration speeds and the forcing variables indicates that the migration was more active when the wave incidence angle was close to 45°.

A strong low-pressure system traveled along the Japanese main island Honshu in October 2006. High waves and storm surge attacked the Kashima Coast resulting in huge erosion over the area. Airborne laser data measured in October 2005 and November 2006 were analyzed to estimate cross-sectional changes within the subaerial zone. The results of the alongshore distribution of the changes of cross-sectional area indicate that the amount of erosion of the 38 km-long northern and 15 km-long southern parts decreased toward the south in each part and that the amount of erosion was smaller in protected areas with artificial headlands than in unprotected areas. The local alongshore variation of the erosion and accretion patterns showed wavy fluctuations of several hundreds of meters. The total amounts of the estimated eroded volume of the subaerial zone over the northern and southern parts were 620 000 m 3 and 600 000 m 3 , respectively. The Simulating Waves Nearshore (SWAN) wave model was applied to estimate wave conditions along the coast during the storm. The computational results were verified, and then the alongshore distribution of wave energies, expressed as the alongshore and cross-shore components of the wave energy flux, was compared with the alongshore distribution of cross-sectional change. The results show that the distribution of energy flux explains the distribution of erosion well: The alongshore variability in the cross-shore energy flux is responsible for the largescale variability in erosion, and shorter-scale variability is due to gradients in the alongshore energy fluxes, especially for the areas without coastal works.

が鹿島灘に来襲した．この荒天により，鹿島灘全域(大洗港～鹿島港～利根川河口，海岸延長約68 km) で侵食があり，潮位上昇に伴い，後浜領域に大規模な侵食が見られた．航空レーザ計測地形データを用い， 前浜・後浜域から砂丘部にかけての侵食状況を調べた．鹿島灘北部(海岸延長約38 km)の侵食量はおお よそ620,000 m 3 ，南部(海岸延長約15 km)の侵食量はおおよそ600,000 m 3 であった．北部，南部の侵食量 分布はそれぞれの領域で北から南に向かって減少する分布となっていた．ヘッドランドが設置されている 区間の侵食量は，個々のヘッドランドの南側(波下側：荒天中に発達していたと考えられる沿岸流，沿岸 漂砂の下流側)で大きく，北側で小さかった．

Over the past few decades, the rapid expansion of trade has led to a tremendous increase in cargo handling between the various continents. This continuous growth has motivated shipping lines to increase the ships sizes which may lead to the need to develop many of container terminals. Generally, the complete demolition of an existing quay wall construction and replacing by a new structure is often not possible due to the high costs. The deepening and upgrading of the existing quay walls is the next option. This means that the existing quay walls will have to retain more soil than they actually designed for. The general approach for this case is to review the original design and subsequent improvement calculations. The present study was carried out to evaluate numerically, using the numerical model PLAXIS 2D, the possibility to upgrade the existing open-piled quay wall structure of the container terminal of Port Said West port, Egypt. A rehabilitation technique consisting of new fender piles and new box sheet pile panels had been selected to accommodate the berth deepening and the heavier new container crane loads. The evaluation had been carried out through the review of the original design and subsequent improvement analyses under the development two cases defined as Pre-and Post-upgrading cases. The results showed that the structure after upgrading was able to keep the stability of the soil to its previous levels before upgrading and quay wall structure elements were able to resist the deepening effect plus the increase in crane loads.

During the last two decades, new container ship generations had come into service, as a result of the huge growth of container trade. New container ships with larger dimensions may lead to the need to develop many of container terminals by either just deepening in front of quay walls or by deepening and replacing existing quay cranes with ones of higher capacities. In Port Said area there are several ports that need to keep pace with the tremendous progress in ship sizes. One of these ports is the Port Said East Port container terminal located on the Mediterranean Sea to the north of Egypt. The diaphragm wall which services as a berthing structure in this port is one of the deepest diaphragm wall structures built in soft clay, 62.5m deep below lowest astronomical tide (LAT). The existing water depth in the front of the quay wall is 18 m. This paper describes a finite element approach for analyzing the behavior of the quay wall under development scenarios using static calculation only. The finite element programs PLAXIS 2D Version 8.2 and PLAXIS 3D Version 1.6 have been used to analyze the performance of the structural elements, soil and the overall stability under deepening and the increase of crane wheel loads to accommodate the expected future ship sizes. The results showed that the diaphragm quay wall can resist safely 4 m deepening in front of the quay wall considering the existing crane loads. While, the results showed that width of cracks limitation will restrict increasing quay cranes loads.