Presentation technology of three-dimensional（3D）images has made rapid progress due to technological innovation. Japan already established the guidelines for 3D contents. However, the unified and quantitative evaluation method has yet to be determined due to considerable inter-individual variability in binocular stereoscopic vision of viewers and necessity to define the threshold appropriate for simple and general purpose evaluation of binocular stereopsis.Consequently, 3D image presentation gave priority to safety and was designed to reduce binocular stereopsis power to avoid overloading of stereopsis power and presentation duration. This may make 3D viewing transient phenomenon due to short-lived satisfaction and emotions of viewers who feel discomfort with pseudo images. The use application of 3D contents such as entertaining contents and traffic simulator of practical contents is growing and widespread. This paper proposes the criteria of“complex elements for binocular stereoscopic power”to comprehensively judge the measurement and evaluation of different binocular stereoscopic vision of different viewers and demonstrates experimentally a possibility of “stratification”by determining the level of binocular stereoscopic vision based on complex elements for stereoscopic power.The result of the experiment shows that the level of individual binocular stereoscopic vision can be systematically understood as tolerance level or threshold value and that simple and quantitative evaluation and/or judgment of acquisition capability may be possible by determining the level of intensity and tolerance for 3D viewing.

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In a side collision involving two vehicles, approximately 30％ of the passengers suffer from injuries. Generally, the occupant on the side near the collision （near-side occupant） in a standard car is more seriously injured than the occupant on the side far from the collision （far-side occupant） due to buckling of the interior. Hence, a general crash test evaluates only the near-side occupant with one person in the car. However, in side collisions involving K-cars, head injury is more likely to be experienced by the far-side occupant than the near-side occupant under the condition of two persons in the car. The purpose of this study is to determine the injury mechanism of a K-car using CAE analysis and to confirm the effect on the head and chest injuries of the far-side occupant by changing the placement of the occupant or the weight of the car. In a side collision involving a K-car, head injury experienced by the far-side occupant is due to impact of the head of the far-side occupant and the shoulder of near-side occupant. Chest injury of the far-side occupant is strongly influenced by the chest impact between two occupants. Head Performance Criterion （HPC） of the far-side occupant was confirmed to be higher than that of near-side occupant. When the two seats are separated, the chance of serious head injury increases as the distance between the head of the far-side occupant and the shoulder of the near-side occupant increases. Also, conditions for chest injury increases due to increased acceleration of the upper body. When a collision vehicle is heavy, acceleration of the vehicle and the occupants decreases. As a result, head and chest injury of the far-side occupant decreases.

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The Japan Neurotrauma Data Bank was started in 1997, with the objective of being an epidemiological database of cases involving severe neurotrauma in Japan. So far, large-scale studies have been carried out in Projects in 1998, 2004 and 2009. The Japan Neurotrauma Data Bank （Project 2009） is a large-scale research project by the Japan Neurotrauma Association, involving a total of 1091 registered patients, in which 22 facilities from across the country participated over two years from July 1, 2009 to June 30, 2011, targeting cases with patients of all ages, including 0 years, with GCS 8 or lower at the time the patient came to the hospital, or with a decrease to GCS 8 with the passage of time. In this paper, we statistically considered the nature of the relationship between the physiological parameters at the time the patient came to the hospital for severe neurotrauma suffered in a traffic accident, and the outcome. Here, the injury was sustained in a traffic accident, so for the 436 patients for which the 7 physiological parameters below could be tracked, we statistically analyzed the matter of whether the presence of each physiological parameter is correlated with the outcome at the time of hospital discharge （Glasgow Outcome Scale）, and report on the results of that study. ［Physiological parameters: （1） Oxygenation: PaO₂＜60mmHg, （2） Systolic blood pressure: 90mmHg or lower, 160mmHg or higher, （3） Ventilation state PaCO₂: 35mmHg or lower, 45mmHg or higher, （4） Temperature: 36 degrees or lower, （5） Hyperglycemia: 200mg/dl or higher, （6） Presence of multiple injuries, （7） Presence of inserted intracranial pressure （ICP） monitor］

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In the first case, a van crashed into another car and crashed secondly into the poles of guard ropes on the highway. The van caught fire and burned just after stopping and six passengers were killed. The fire was thought to be generated by fuel spilt from the fuel tank which had been torn open by the poles of guard ropes that the van had crashed into and ran over. The fuel tank of the van is situated below the center floor, and the bottom of the tank rises 14cm below the cross member. In the second case, a passenger car caught fire and burned after it slipped and crashed sideways into the pole of guard ropes on a rainy highway. The cause of the fire is thought to be that the fuel spouted out from the plastic tank which was punctured and collapsed by the pole. In another case, a compact car accidentally run over some curb blocks of a sidewalk, and the fuel tank was collapsed by the curb. Just after the car stopped, it exploded and burned, and the driver was killed. We believe that fuel tanks should be designed not to be damaged easily in traffic accidents. Car manufacturers should position fuel tanks more carefully when they design cars, where it would not be damaged easily in traffic accidents. And the authorities should certify the strength of tanks in their assessment tests.

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This report described the present conditions and the future about the air transportation system in the Southern Hokkaido area. The doctor helicopter in the Southern Hokkaido will start of the fourth plain in Hokkaido on February 16, 2015. Hokkaido Air Medical Network（HAMN）was established in 2010 for the purpose of enhancing health care system in local and remote areas by using aircraft which called Medical Wings. The Hokkaido government adopted this aircraft program as the Hokkaido regenerative medical plan for three years. The small aircraft was particularly useful when taking the infant to Sapporo. The navigation results for a total of 12 months were 85 dispatches for a dispatch request of 134 cases（63.4％ navigation rate）. Medical Wings are equipped with medical appliances as well as a doctor on board to treat the patient during each mission. The corporation of neighborhood prefecture of Aomori with doctor helicopter and small aircraft transportation is expected in future.

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When emergency vehicles such as ambulances cannot turn on colored lights at nighttime, it is difficult to see these vehicles when they are stopped. Ambulances do not have a way other than red lights to signify their presence on the road. Ambulance crews are at risk of being involved in traffic accident if their ambulance loses its lights. Affixing a retroreflector to an ambulance is useful to increase its conspicuousness, but this measure conflicts with Article 38, Paragraph 3, of the safety standards for the Road Trucking Vehicle Act. Moreover, all reflectors must follow Article 42 of the safety standards for the Road Trucking Vehicle Act and Article 62 of the announcement that prescribes details of the safety standards for the Road Trucking Vehicle Act. These regulations prescribe that a car must not have anything attached to it that could disturb traffic and that cars must not be equipped with reflectors that have red reflected light in the front and/or white reflected light in the rear. In other words, there is not an obvious legal problem with reflectors if drivers adhere to these regulations. Retroreflectors are certainly superior in term of visibility, but recently developed reflectors have excellent retroreflective characteristics. Although retroreflectors are conspicuous from cars with their headlights on, common reflectors that have not only retroreflection but also other reflection are helpful for pedestrians at nighttime. The ability to see ambulances at night can be improved when the vehicles use reflectors rich in retroreflective properties; however, these reflectors do not adhere to the criteria of retroreflectors in the aforementioned laws and regulations. Because it is important for other vehicles and pedestrians to be aware of emergency vehicles to ensure the safety of ambulance crews, doctors, nurses, and patients, we propose that reflectors with these retroreflective properties should be used in ambulances.

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