The flow field and the train wind reduction effect in the subway station are experimentally examined for three kinds of station model with staircases and tunnels. As the results, prototype model consisting of station and shortened tunnels with orifices can clarify the overall flow characteristics. However, this model is not able to reproduce the time history of the wind velocity at the tunnels and the staircase parts in the real subway. One-station model having the same reduced stale ratio for the tunnels and the station is generally useful to evaluate the wind velocity and the air quantity. Two-stations model connecting two one-station models is most effective to evaluate the transient flow characteristics with high accuracy. In the next place, three train wind reduction methods are tested. The one blower control method which is the tunnel ventilation in accordance with the train wind can reduce the wind velocity at a staircase about 0.5 m/s. Furthermore, two blowers control method can reduce it about 1 m/s. In the case of natural draft method, the wind reduction value is 0.7-1.1 m/s and this reduction effect becomes 1.8 times for the usual staircase with small cross section.

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In this work, the airflow generated by several types of winds in a subway station is numerically simulated by the two-dimensional SIMPLE method. A steady wind, an unsteady wind and a wind created by movement of actual train, which are the inflow or outflow conditions in the tunnel of the station, are treated for evaluation of the steady or unsteady effects of airflow in the station and estimation of the accuracy of this analysis. The subway station model used in this analysis consists of a simplified configuration of a platform, a baffle at the front end of the platform and four tunnels. In the case of the steady inflow, the airflow circulates around the platform behind the baffle. In the case of the unsteady inflow, this circulating flow gradually extends with time from the front end of the platform to the center. However, this circulating flow does not appear in either case of the steady and the unsteady outflow. In the case of the actual train wind, the calculated velocity of time process agree well with the results of fieldwork tests in the tunnels and on the platform. This numerical analysis, therefore, can be used to evaluate the airflow in an actual subway station with an intricate configuration including for example staircases and a ventilation system.

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It is important for housing stock to preserve houses in good condition. However, in the housing market of Japan assessment are out of regard for remodeling. Also consumers couldn't get enough information about housing condition. It is too difficult to analyze quantitatively, because hardly anyone grasp date what are defined by regulation in Japan. This paper analyzes the housing market of existing condominium on the Hikarigaoka new town in Tokyo. The date aregathered from a neighborhood paper is made by a real estate broker. The neighborhood paperdisclose sketch, remodeling information and so on besides an outline of existing condominium, it isn't common.
An analysis for making clear formation of the housing price under the influence remodeling information has been done by using hedonic analysis. In conclusion, the remodeling information affects not a little housing price. It is out of proportion with the cost of remodel. The Japanese housing market needs to open information and to assess the quality of house. It is impossible to make stock without disclosure and improve assessment.

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本研究は、鉄道の運転見合わせ時における他社線等への振替輸送のうち、路線バスに着目してその実態を把握したものである。具体的には、バス事業者が保有している振替輸送の実績データを用いて利用動向を把握した上で、運転見合わせの発生時間帯や支障時間の程度、路線エリアなどとの関係を分析した。さらに、鉄道利用者を対象に Web アンケート調査を実施し、運転見合わせ時における交通行動や路線バスへの振替輸送の利用経験の有無などを把握した。その結果、鉄道の運転見合わせ時において、支障時間が長い場合にはエリアに関わらず振替輸送の利用が多く、一方で支障時間が短い場合には、バスによる移動距離が短いエリアを中心に利用される傾向が見られるなど、路線バスへの振替輸送が一定の役割を果たしている実態が明らかになった。

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東京都練馬区光が丘は、戦時中は特攻隊の出撃基地となった「成増飛行場」であったが、戦後、米軍の家族宿舎（グラントハイツ）として利用され、1973年に返還された後1980～1990年頃にかけて約27,000人が住む巨大な住宅団地群と公園のまちへ開発された。

住民のほとんどは地域外からの移住者のため地域の土地利用の変遷やまちづくりの歴史を知る機会はなく、また、開発前から同地域で生活し地域の歴史を知る住民も、時の経過により年々減少しつつある。

そうした背景の中で、地域の有志が2021年5月18日に同地域の歴史資料をアーカイブするサークルを設立し、デジタル博物館の構築を目指し、歴史資料の収集を開始した。現在、収集した歴史資料は「光が丘デジタルアーカイブ」として公開し、地域住民や地域活動団体にもアーカイブ活動への参加を呼びかけるとともに、学校教育や生涯学習、まちづくりと連携したアーカイブの利活用に取り組んでいる。本報告では現状の取り組みと今後の構想について報告する。

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The work is the construction of the storage line which connects HIKARIGAOKA terminal station of Tokyo Metropolitan Subway NO.12 Line to TAKAMATSU coach yard. Due to the characteristics of the storage line such as the complicatedly varing cross sections with the multi-level excavation, various unknown factors were foreseen during the planning stage. In order to evaluate the safety of the retaining system field monitoring was carried out; the behavior of the retaining structure was measured and the results were used to control the excavation work of the next stage. This report describes the behavior of the earth-retaining structure for the multi-level excavation.

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In a subway station, train winds, which are generated by a train that acts as a piston against the tunnel air, adversely affect passengers or air-conditioning of the station. For reducing the winds, in this study, the air volumes of the blowers at Hikarigaoka Station, which are used for longitudinal ventilation in the tunnels, are dynamically controlled in three ways - increasing, decreasing or increasing-decreasing ventilation tuned to the train transit. The unsteady air velocities are measured in the tunnels and at the staircases, and then the air volumes are estimated. Results show that (i) the time histories of the unsteady air velocities are in good agreement with the existing theory, and (ii) the ratio of the reduced train-wind air volume at the staircases to the air controlled volume by the blowers are about 50% at arrival or 70% at departure.

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After the deregulation of air transport in United States and liberalization in Europe, papers on this theme have been accumulated in the field of transport geography which uses quantitative methods in United States and Europe while there are few socio-economic studies from that viewpoint. Socio-economic transport geography tends to have an interest in historical processes of transport development and little in the current transport problems especially in Japan. Socio-economic studies, however, examine the system of transport facilities comprehensively, which will contribute to practical analysis and criticism of current transport problems.
The purpose of this paper is to examine the case of the rapid expansion of the direct bus network connecting Haneda Airport with its hinterland since the latter half of the 1990s. This paper also examines the other social background of this phenomenon, considering the role of bus company in making the bus routes between Haneda Airport and its hinterland, impact of the deregulation of air and bus transport, changing use of aircraft, and the bus share in airport-access market. The data were mainly collected through interviews with the personnel of bus companies in charge of planning bus route to Haneda Airport. The main findings of this paper are summarized as follows:
1. Almost all the bus routes between Haneda Airport and its hinterland are managed by two airport bus companies (Keihin Electric Express Railway Co., Ltd., and Airport Transport Service Co., Ltd.), and 25 local bus companies, each of which has its own service area. Therefore the airport bus companies are concerned with all bus routes and have a lot of information on them. When the local bus companies plan to extend their bus routes into Haneda Airport, the airport side supplies accumulated know-how to run an airport-access bus with the local bus side. This cooperated-route-management-system enables a sudden increase in bus route.
2. Until the first half of the 1990s, bus stops were arranged only in the Tokyo Bay area and Central Tokyo, which is near Haneda Airport. But the hinterland greatly expanded in 1998, reaching 100km away from Haneda Airport. Since these routes were profitable, the airport bus companies began to develop the bus route to Haneda Airport positively. Therefore the local bus companies have become so easy to participate in the airport-access bus that 13 routes were formed in 2000. After 2001, new routes have extended into areas where market size is smaller or road accessibility is worse, and 49 bus routes to Haneda Airport have been formed before December, 2002.
3. The number of air passengers using Haneda Airport has increased from 31 million persons in 1988 to 54.8 million in 2000 and is estimated to be increasing in the future. This trend has brought an increase in airport-access bus passengers, too, and is one of the factors causing the expansion of the direct bus network connecting Haneda Airport with its hinterland.
4. Haneda Airport Offshore Expansion Project has influences on the increase of passengers using Haneda Airport indirectly and on airport-access bus at three viewpoints. The number of bus stops has increased 5 to 15; many buses can be operated. Since highway system is improved, buses can arrive at Haneda Airport on time, which makes air passengers take a bus confidently. The pollution issues such as the noise and vibration are refined; aircraft can take off and land on Haneda Airport all day long. In the early morning, however, airport-access trains are not available in many areas in Haneda Airport hinterland while buses are available even in the areas more 100km away from Haneda Airport. This fact suggests that the bus companies could make buses bound for Haneda Airport run selectively in the early morning for their profit; on the other hand, this promotes the public benefit because the completion of airport-access is demanded now.

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