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  This paper describes the influences of deregulation of bus business, revision of public subsidy, and the consolidation of local governments on daily transportation in Kumamoto prefecture. In this research, a questionnaire for 59 local governments in Kumamoto prefecture was executed in order to survey these influence. The trend of a reorganization of daily transportation was analyzed using the questionnaire data, and factors of the trend were made clear. Community bus tend to be adopted as a facility of future daily transportation. However, community bus may cause problems if regionality is disregarded. Then the issues were found in order to reorganize daily transportation in local area.

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  Needs satisfaction is often used as an information basis for planning the public transportation service. However, the needs may be shaped by the opportunity of daily life activities. In the areas where the service level of public transportation has been low, the needs may be cut down to be modest. If so, the needs satisfaction does not represent the difficulties of the life with current public transportation service. This paper finds that the needs formation is shaped by the opportunity of daily life activities. Then we discuss that the planning by using needs satisfaction as an information basis tends to extend the differences the service level among the areas.

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  Because the route and time of public transportation are generally fixed, the patterns of the daily life activities of users are constrained. Thus the accessibility measure for planning the public transportation should consider the constraints. Although many types of accessibility measure have been proposed since 1970, it is not obvious that they can consider the space-time constraints caused by public transportation. This study reviews the applicability of current accessibility measures in terms of planning the public transportation and shows that they are not suitable. Then new accessibility measure is developed based on space-time prism. Also, we demonstrate the numerical examples by which new measure is useful for planning public transportation.

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  As a method of to provide local public transport with financial difficulties and an aging society, a “Partnership Management Scheme” based on participation of various residential beneficiaries for their revieled and potential needs is increasing in Japan instead of a so-called “Community Bus” subsidized by public funds. This paper classifies cases of local public transport management schemes with a view of role-sharing by each sector concerning the local public transport. The feasibility and sustainability of each scheme are discussed by applying the framework of “Club Theory” of micro economics and “Organization Theory” of management science. It is clarified that, the possibility of organization for providing public transport by residents itself as well as the profitability by fare paid by users or burden of commercial facilities is a dominant factor, which depends on the existence of regional groups and key-persons. A methodology for finding an appropriate management scheme according to situation and resouses of a objective area can be introduced.

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  Recently in Japan, the public bus service which is organized and funded by residents or companies of an area has been increasing. This research aims to understand the local area participation in such schemes in accordance with the regional situation and examines the approach for spread of the scheme. The scheme has a possibility of self-funding and a flexibility dealing with the needs of passengers and residents. As an example the case of “Life-support bus YOKKAICHI” is investigated and analyzed with a view of establishment and management process. Next, the local public transport service is considered as a “club good” and the form of administrative organization for its provision is discussed. Even though this method has certain effectiveness, there are some problems in terms of its feasibility and sustainability. As a key issue, the cooperation and role sharing of the stakeholders involved is also discussed. Finally, the paper focus on the changes that the new local public transport system will have on the reform of legal system.

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  To ease the situation of social dilemma, norm is known as an important psychological factor. In this study, we suggest hierarchically norm activation model on pro-environmental behavior while extending Schwartz's norm activation theory (NAT). In the model, moral obligations (MOs) are assumed to be activated hierarchically from abstract level to concrete level. It was also hypothesized that number of MOs get increases as the level becomes concrete, and that a concrete-level MO is activated by abstract level MOs as well as an awareness of consequences (AC) corresponding to the concrete-level MO as hypothesized in NAT. We test this model using data (n=164) obtained from an experimental class in elementary school about public transportation. As a result, we found that 1) MOs were hierarchically activated by more abstract level-MOs as well as by ACs, which supports our model, and 2) ACs were activated by the class, that also results in activation of MOs.

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  Recently, it is indicated that “compact city” that has efficient urban structure is important to ease traffic and environmental problems. In order to develop “compact city”, measures to induce people to publictransportation-oriented residential choice is the necessary step as much as regulation of land use. Because of the limitation to regulate people's residential location, the measures to induce people's voluntary behavior change in their residential choice will become important. In this study, we implemented experiments targeting students of university of Tsukuba who thought residential change. The student was divided by four groups; a control group, a group that received a residential room information brochure, a group that received the brochure with information of bus, a group that receives the brochure with a leaflet to persuade to choose a room with high accecibility to bus stops. As a resut, such information increased tendency to choose a room of apartment with high accecibility to bus stops.

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  In this paper, a market competition between the commercial districts with small-sized shops and the other new shopping centers with respect to price strategies. When the consumers purchase in multiple retails, there occurs the externality among the profits of each shop through the consumers' shopping choice behaviors. The spatial competition with demand externality results in the inefficient market structure where the old enjoys relatively smaller market size than the optimal. The paper shows that the old shopping center can expand its market size by issuing the common discount points to the customers, by which the respective shop in the old can internalize their demand externality. The paper also concludes that the price binding mechanisms should be introduced to sustain the price coordination among the shops in the long run.

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  In recent years, gathering information of road traffic condition by using probe-vehicle has already started in many cities. Observed information varies among vehicles because of drivers characteristic and/or GPS error even when the traffic condition is stationary. Therefore, to generate traffic information with high reliability, a lot of numbers of samples are needed. Also, it is necessary to plan an optimum allocation of probe-vehicles to collect the information efficiently. This research analyses optimum allocation of the probe-vehicles with the data collected in Nagoya-city. The results show that it is necessary to allocate a lot of probe-vehicles to the area surrounding central urban area.

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  This study attempts to provide highlights for choice of cost-efficient public transport services in regions with declining demand. Taking a typical local area in Japan as a case study, a questionnaire survey was conducted to grasp how people are likely to choose smaller capacity public transport systems if present buses are replaced with these systems. A cost estimation model for on demand operation is suggested based on the survey results which revealed that fares are more effective than frequencies and connections; and until a certain level of demand, operation costs may be reduced but for higher demand, more number of vehicles may increase the total cost.

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  In urban land-use models, two types of behaviors, that are land-service consumption and residential location choice of household, must be considered simultaneously. CES-type models are used for the description of land-service consumption, which are introduced from consumption theory assuming CES utility function. On the other hand, logit-type models are used for the description of residential location choice, which are introduced from discrete choice theory. In this paper, an urban land-use model employing CES functions for the two descriptions is introduced in the reference of consumption models of Anderson et al. And it is shown that this urban land-use model is equal to the optimization conditions of utility maximization problem assuming 2-level nested CES utility function. In the latter of this paper, commuting cost is introduced to this model, and then different types of households and land-service markets are considered in this model. Moreover, it is shown that EV and CV are defined for the measurement of spatial welfare in this urban land-use model.

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  This paper proposes an integrated travel demand forecasting model for a formulation of comprehensive transport strategy and validates its usefulness as a practical tool. In order to overcome and/or modify some drawbacks of Four-Step forecasting model, we develop a semi-dynamic combined network equilibrium model including an activity-travel model that consists of activity choice, destination choice, mode choice and route choice, and also reproduces a trip chain along the time axis by a sequential computation. From the application results of an actual metropolitan area, it was demonstrated that our model is useful from the both of reproducibility and computational efficiency.

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