Japanese local cities have been literally transformed in the last decade. Increased automobile ownership and suburban development are perhaps the most notable features of this transformation. Rapid changes in these features in the same period suggest that there is the close relationship between them and that automobiles have great advantages over transit.
In Matsuyama we made two investigation studies to examine these suggestions. One was an accessbility study and the other was a land use study. This paper shows the results of them.
The contents of the advantages shown in the accessibility study are as follows. The average of trip length is so short that people can drive easily. Transit passengers are obliged to take much access time and waiting time in addition to the travelling time, which is usually longer in case of transit than automobiles. The figure of transit network is organized in a radial pattern with poor loop lines against a dense road network. Transit fares are expensive.
In suburban area we can see many tracts where auto drivers can have high accessibility against low accessibility of transit passengers. The results of the land use study show that the amount of sites developed in such tracts was more than half of the total amount of them developed in the study area between 1970 and 1976. We can see the lower density development in the area where automobiles have more advantages and the higher density development in the area where they have less advantages.

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In this paper, we apply household movement model to two major metropolitan areas and clarify the characteristics of household movements that are caused by the housing supply in the areas. The characteristics we found out are follows: The rate of household movements in contrast with the supply of detached owned houses has high correlation to household movement from the same area to newly built detached owned houses. There is a few households that move toward used detached houses in the city center of Tokyo, but many households from rented house move to used condominium. On the other hand newly built condominiums in the city center of Kinki get many households from areas around the city. New condominiums supplied in the suburban area of Tokyo get household movements from the same and the other areas, but the condominiums supplied in the suburban area of Kinki get household movement almost from the same area.

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観測リンク交通量に基づく交通量推計モデルを用いて, 道路網を構成する一部のリンクの交通量観測データから, 観測されていないリンクを含むすべてのリンクの交通量を推計することのできる静的モデルを開発した. このモデルに基づいて, 日々の観測データが得られたとき, それらを用いてネットワーク全体の交通量の日々の変動を再現および予測する方法を示した. さらに, リンク交通量の日々の変動が推計されていることを前提に, 道路ネットワークの時間信頼性指標を求める方法を示した. 最後に, 松山都市圏の道路ネットワークを対象に開発した一連の方法を適用した.

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There have been many studies about estimation of residential bid rent with some different approaches. They are traditional cross section analyses, hedonic price approach methods and disaggrigate models newly developed.
Those studies commonly assume the monocentric city hypothesis. It guarantees that we can estimate the unique bid rent curve along the distance from city center for the households who have uniform income and utility function. But actual cities where we try to estimate bid rent functions have fairly wide job distribution. As different job sites yield the different bid rent curves, we need more information on households' job location and commuting time adding to house location and land price there for the estimation. And it is very hard to gather such collective information.
However, we can get rid of the trouble under certain conditions of job and house distribution. We discuss the condition in the case of a simple one dimention urban model with job sites. It is found that if the number of households working at job sites distributed from city center to a point in the city exceeds the number of houses supplied for them locating in the area from city center to the point, each bid rent curve of household at different job site lies on the unique bid rent curve.
The range of the area is examined using actual job house distribution data in Tokyo. Then we can estimate the bid land price function for the households living in the area using only the data in the Land nautification book published by National land agency. The estimation is executed by three building type, high-rise apartment, low-rise wooden apartment and detached house. The random bid rent model which is developed by Lerman and Kern and has never actually computed is used. This model has the both characteristics of regression analysis and discrimination analysis. The computed results show fairly good levels of these two way of analysis.
The most important variable of bid land price function estimated is the time distance from the city center to the location of a house in the three estimation cases. As for the absolute number of parameter value estimated for the variable the biggest one is of high-rise apartment, the second low-rise wooden apartment and the third detached house. It is found too that the width of street in front of a building is important for high-rise apartment and the distance to the nearest railway station from a house location is important for low-rise wooden apartment. These characteristics of bid land price functions estimated have good correspondings to our observations of actual housing market. Compared with the parameter value estimated by regression analysis, the difference of the parameter values estimated by this model among building types is much bigger than the one by regression analysis.

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Demand side analysis has been the main approach of housing market studies so far. However, supply side is playing more important roles in these years. This paper presents an estimation model of housing stock change which is caused by newly constructed housing units. The model is composed of a new housing construction estimation model represented by a system of econometrics and a housing demolitionestimation model by an input-output model of housing vacancy. An empirical studyin Osaka prefecture assures that the model can estimate the housing stock changewith sufficient accuracy level for practical housing studies.

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過去に災害による通行規制に遭遇した経験の有無とその際の交通選択行動および仮想的な通行規制条件下での交通選択行動について, 四国地域の一般ドライバーを対象にアンケート調査を実施した. 通行規制に遭遇しても85%のドライバーはトリップを中止することはなく, そのほとんどが迂回ルートを利用することや, 経路変更の際にはほぼ7割のドライバーがリスクの高いルートへの変更を余儀なくされていることがわかった. 通行規制時の中止・迂回・待機の行動は, 時間差や時間比によりある程度説明できることが確認できた. また, 中止行動モデルは迂回・待機モデルよりも説明力がやや低下することがわかった. 得られた行動モデルを四国地域の道路ネットワークに適用し, 交通量配分モデル構築のための基礎的検討を行った. 規制の影響を直接受けるトリップ数は全体の3%程度であったが, トリップの中止率, 迂回率はドライバーの実際の行動とよく一致することがわかった.

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本論文の目的は, ネットワークの機能的階層性の指標を示すとともに, 階層性と災害時における信頼性の関連について考察することにある. 機能的階層性の指標は, 道路区間に期待される計画機能別にネットワーク化したときそれぞれのネットワークで連結しているODペア数の割合の積である. 容量制約を持つ需要変動型利用者均衡モデルにより災害時のネットワークフローを記述し, それを用いて災害時の時間信頼性指標を計算する方法を新たに示した. 小規模ネットワークにおける数値計算を通して, 機能に差のないプレインなネットワークや階層性を持たないランダムなネットワークと比較して, 機能的階層性の高いネットワークは災害外力が大きい場合の信頼性も良好であることを検証した.

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本研究は、愛媛県内の高速道路における事故データならびに、救急搬送データを用いて、救急、対応事例分析を行った。その結果、救急、出動までの通信連絡が多岐に及ぶことが明らかになった。特に、携帯電話と非常電話といった通信手段別の比較を行うと、非常電話による連絡は、平均で5分程度救急、要請時間が短縮することが明らかになった。つぎに、松山市の南消防署の救急車にGPSを搭載し、救急搬送データを採取した。これらのデータと、前述した情報伝達プロセスをPetri-netシミュレーターへ組み込み、救急搬送プロセスの可視化を行った。さらに、構成したシミュレーターを用いて、スマートインターチェンジを想定した場合の搬送時間の短縮効果を、視覚的かつ定量的に示すことができた。

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災害時あるいは異常時の交通ネットワークの信頼性評価の指標として, 従来の研究では連結度 (2点間あるいはネットワーク全体が連結網であるか否かの確率) が用いられてきた. 本研究では, 平常時のネットワーク上でのOD間最短経路長に対する異常時ネットワーク上での最短経路長の比が与えられた基準値を上回らない確率を連結度の指標とすることを提案した. この指標には, 交通網の連結の有無だけではなく迂回長の上限が考慮されている. 発生しやすい一部の状態ベクトルのみを用いて, 連結度と最短経路長の確率分布を近似的に求める方法を開発するとともに, 簡単な数値例によってその妥当性を調べた.

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The purpose of this study is to formulate the estimation model of households by age and housing types that incorporated the fluctuation of population and household movement. For the case study, three prefectures are selected, Yamaguchi, Fukuoka and Miyazaki, and applying the model from 1993 to 1998, the comparison is carried out with real value. In case of Yamaguchi, about the all tenure of dwelling, the accuracy of households were 0.9. And especially, in the Owned houses and Rented houses owned privately, the accuracy were high by age.

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This paper deals with land use transition in built-up area, and in such area dynamic aspects are quite important to description of land use transition.
About fifty years ago, Burgess and Hoyt described land use pattern of a city dynamically through their empilical studies, and now it seems that we don't have succeeded in description of land use transition in built-up area theoretically yet. This paper, therefor, is willing to contribute for dynamic theory of land use. Dynamic aspects can be given by “delay” of land use change in built-up area.
“Delay” means the difference between static eqilibrium and real land use after equilibrium conditions are changed because of the growth or the destination of a city. “Delay” is mainly caused by supply-side of land. In this paper we consider about two factors as the cause of “delay”, one is the existance of former building and another is the existance of former tenant on a site.
First, we offer the single site land use transition model, which shows the optimum programm of land use for the owner of that site. He is assumed to maximise the sum of rents towards future, and would like to get a new tenant who pays the highest rent in every year.
In this model the cost of land use alteration is defined, which causes “delay” of land use change. A land owner must pay this cost when be alters land use of a site. This cost consists of monetary and non-monetary factors, and one is the former building value which is lost by land use alteration, and another is the compensation for removal to former tenant.
The compensation cost is determined in the relation between the three factors. That is;
* the land owner's profit on land use alteration within a time limit of occupation of former tenant. A time limit is usually decided by legal or conventional conditions. In Japan, tenants are under so strong protection that time limits tend to be delayed beyond initial contracts.
* the maximum compensation a land owner has motivations to alter land use.
* the former tenant's cost of removal.
Solving the single site model, we get the optimum time to alter land use, and this shows how land use change is delayed.
Finally, we show the city's inefficiency caused by “delay” of land use change, by using of the single city model.

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In recent years, various parking problems by increase of car traffic have become serious problems in central areas of many cities in Japan. Traffic demand is considered as the main factor of these problems. Transportation Demand Management (TDM) is focused on policy to attempt the effective use of transportation. With the progress of information and communication technology, information offer system developed.
Research and development is go ahead with the field of development of an Intelligent Transport Systems (ITS) project, and it is expected to be shown new directionality on solution of many problems. There is an information offer for a driver as one of a policy by an information offer. Since reaction of a driver on offered information is the basis of other many effects, we have to analyze in detail.
In this study, we give attention to Parking Guidance and Information (PGI) system have been introduced on information offer system in a lot of central areas of cities. Especially in this study, we pay attention to the relationship between perception of queuing time and parking choice and switching behavior under PGI system. We use the questionnaire data obtained at the Central area of Toyohashi on holidays.
As a result of analysis, we could establish that the relationship between the effects of the PGI system on drivers and various factors are significant.

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HOUSING INPUT-OUTPUT ANALYSIS IS A GREAT HELP FOR HOUSING PLANNERS TO GRASP THE REAL DEMAND-SUPPLY SITUATION IN A METROPOLITAN AREA. HOWEVER, IT HAS BEEN DIFFICULT TO CONSTRUCT AN ACTUAL HOUSING INPUT-OUTPUT TABLE BECAUSE OF LACKING OF GOOD DATA. THE TABLE IN OSAKA PREFECTURE IS SHOWN IN THIS PAPER USING SPECIAL FINE DATA BY THE PREFECTURAL GOVERNMENT AND SOME DEVICES. IT IS FOUND THAT TOTAL HOUSING SUPPLY IN THE AREA IS COMPOSED OF 36% NEWLY CONSTRUCTED UNITS AND 64% VACANT UNITS LEFT BY MOVERS.

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Streets have various functions even from the disaster protection point of view.It is important to understand their functions in order to plan aseismic urban street network systems. In this study pattern models are graphically constituted with district level and urban level, and are examined with the traffic performance in each level. By comparing each pattern model with the others, we can indicate an efficient and aseismic street network.

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