This paper describes a relative comparison of the estimated frequency of potential conflicts, which require aircraft separation adjustments in enroute air traffic control sectors. Two sectors of the Tokyo Area Control Center are selected for a comparison. The traffic flow and air traffic control procedures are modeled on these sectors, namely Sector-model A and Sector-model D. The traffic volume is surveyed based on the Flight Plan Data.

The estimated frequency of potential conflicts is calculated applying the Relative Capacity Estimating Process model. Then a regression analysis is made between the traffic volume and the estimated frequency of potential conflicts using a quadratic function.

As the results, the coefficient of quadratic term is in the order of 10^-3 for Sector-model A and 10^-4 for Sector model D. This coefficient shows a nature of the radar controller's workload in a sector, and can be used for a relative comparison of the radar controller's workload in different sectors.

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Military-level mutual cooperation between Japan and U.S. in the field of disaster relief in Japan germinated since the Great Hanshin-Awaji Earthquake. After the earthquake, some of local authorities hosting U.S. Force Japan(USFJ) started to build a cooperation with USFJ for disaster relief. The Great East Japan Earthquake accelerated and expanded these relationships. At present, contribution of USFJ to disaster relief in Japan is incorporated with institution for JapanU.S. Defense Cooperation and local authorities not hosting USFJ also start to building a disaster relief cooperation with USFJ. Major challenges of the cooperation today are solving institutional ambiguity (e.g. conditions for disaster relief by USFJ) and expanding opportunities for cooperation between local authorities and USFJ such as joint expertise.

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他研究グループと当学会合同研究会との討論会の基礎的項目の構築を図る。貨物と旅客の優先性、国家百年の計なのか、着工待ったなしなのか、ビジネスジェット機受入は、中継ハブ空港なのか、真のハブ空港にするための国家戦略は何か、24時間営業の空港がなぜ首都圏に必要か、必要ならばその機能と運用方法の整備、新幹線駅と地方空港間の交通の利便性、東京湾の環境保全・海運、埋め立てに反対、補償問題・騒音問題等々が議論された。結論は無く、継続審議の価値ある主題である。

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In Japan, several American air force bases have raised the problem of aircraft noise pollution. This paper considers how municipalities around American air force bases have dealt with this problem. The study clarifies the relationship between aircraft noise pollution and compensation received in the municipalities around Yokota Air Force Base, an American air force base located near Tokyo, and the political actions taken by the municipalities against such pollution.
Yokota Air Force Base was established in 1945. The functions of this base had expanded by the 1960s, so aircraft noise pollution intensified. Only Akishima City Council adopted many resolutions against aircraft noise. Aircraft noise pollution was not eliminated. Some inhabitants of Akishima City went to court to require the United States of America not to fly at night.
The aircraft noise pollution intensified in Akishima City and Mizuho Town, which are located in the area where the runway of the base was extended. The national government has granted the municipalities subsidies as compensation for aircraft noise pollution. Fussa City, Musashi-Murayama City, and Mizuho Town have received large national subsidies. These municipalities did not adopt many resolutions against aircraft noise.
The national government has increased the subsidies since 1974 in exchange for the consolidation of American air force bases in the Kanto Region into Yokota Air Force Base. The public finances of Akishima City have depended on subsidies because of urbanization.
The compensation provided by the national government has been based on territoriality, although the pollution is unterritoriality. The political actions of the municipalities around the base have been segmented so aircraft noise pollution has not been eliminated.

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 The range of Tokyo's big-city functions and activities roughly corresponds to an area of 100km in diameter circumscribed by the planned Ken-O (or Metropolitan Inter-City) Expressway. This basically defines the range of daily economic and social activity in the Tokyo metropolitan area. Tokyo's strength and appeal as a city lie in the way the entire megalopolis has come to function as one vast center of intellectual activity. Today, in response to the emergence of an advanced information society, office buildings are being transformed from places for performing routine administrative tasks to bases for the transmission and reception of information and centers for the kind of knowledge-intensive activity that generates wealth. In the advanced information age, the core function of the office building has evolved from mass-processing of paperwork and clerical tasks to the creation and exchange of knowledge. The amorphous and flexible system makes Tokyo's management both unique and practical. In Tokyo the role in support, development and mutual aid is largely performed by neighborhood associations and other local community organizations. The key characteristics of Tokyo's rail network are the large number of stations, the existence of two complete loop lines, and interline through service between subways and private rail lines. These features are the product of various measures developed during the period of rapid economic growth to make long-distance commuting as smooth as possible for massive numbers of commuters. As a result, Tokyo now has the most convenient rail network of any city in the world. When planning road traffic, the most rational approach is to add several restricted-access ring roads to a city's grid-pattern street plan, constructing them in such a way that they pass under or over other streets. Tokyo has such a plan. Tokyo can now boast a four-runway airport within 15 kilometers of the city center. Tokyo proposes to hold the Olympic Games not in the outer neighborhoods or the suburbs but right in the heart of the city. Cities evolve and the Olympics have a way of accelerating the process. The key is to ensure that evolution is not confined to any one city but contributes to the evolution of human society as a whole. Instead of being an industry-focused metropolis, Tokyo should aim to be a center for the arts, entertainment and sports. Tokyo should show the world a new model of a matured society, in which the quality of life is enhanced. The capital already leads other cities with facilities for elderly citizens and disabled people, but Tokyo still has room to improve as a barrier-free society.

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This study examines the interaction between the politics in Fussa City and the Yokota Air Force Base, that is “the politics of place, ” from a range of political, economic, and cultural processes which maintain the existence of the base.
Military bases are generally established for global geopolitical purposes. However, the establishment of a military base has cultural implications for the local communities where the base is located, i.e., increased concerns about crimes committed by seavicepersons and noise by aircrafts. Although these military bases have some serious impacts, especially in Japan, geographers have not yet examined the issues regarding a particular military base and the resultant politics in the city.
On the contrary, since the 1980s, Anglo-American political geographers have paid more attention to “the politics of place” This refers to the local politics that occur due to the interaction between a structural constraint and the individuality of a particular place.
Therefore, this study examines “the politics of place” on the Yokota Air Base in Fussa City, Tokyo, by using resources from the local newspapers, novels, magazine articles, and council proceedings.
The results are as follows : (1) Owing to the independence between the U.S. Air Force and local political and economic actors, an urban structure and local economy that depended on the Yokota Air Force Base were constructed in Fussa Town after the establishment of the base in 1945; (2) because of this structure, the local economy became to depend on Air Force personnel as consumers; (3) however, due to a shift to the floating exchanging rate and a reduction in the population of the base in the first half of the 1970s, there was a decrease in the influence that Air Force personnel had on the local economy; (4) since the 1980s, an economic agent utilized the “atmosphere” and “image” adjacent to the base to revitalize the local economy; (5) furthermore, the mass media represented Fussa City as a “base town” and conducted a review of the city in the 1960s, thus contributing to its revitalization; (6) during the economic slump in the 1970s, some local political agents were against the existence of the base. However, successive mayors of Fussa City have accepted the existence of the base, and utilized the subsidies it receives from the national government in order to construct the urban infrastructure.

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Military establishments are special kinds of public facilities which are not oriented to common users and are under direct government control. To verify their strong spatial influence, the author reviewed a series of policies on the disposal of national properties, and studied changing land use of the former military airfields in the Kanto District.
With the end of World War II, a large number of military establishments and properties all over Japan lost their functions. Many of them were released for public use and others were taken over by U.S. military. Their disposal was affected by three groups of government policies : fundamental laws on the disposal of national property exercised by the Finance Ministry; several policies on postwar reconstruction, industrial promotion, regional development, etc. ; and the occupation policies with military purposes and defense policies based on the Security Treaty between Japan and U.S.A.
Based on the investigations covering 60 airfields in the Kanto District, the author has found that three stages characterize the major patterns of land use conversion.
In the first stage (1945-1960), most of the former Japanese military airfields became farmlands for food supply and unemployment relief under the reclamation policy. The other airfields, especially those located closer to the metropolis, remained for military use by the U.S. Armed Forces.
The second stage (1960-1975) corresponds with the period of rapid economic development, and a lot of industrial estates were developed on the former airfields. Most of them were converted from reclaimed farmlands. Another conspicuous land use emerging on the former airfields in this period was military use by the Japanese Self Defense Forces, taking over the U.S. military bases or reclaimed farmland.
The third stage (1975-) is characterized by large-scale redevelopment for public purposes on the former U.S. military airfields which were returned to the Japanese Government.
Although these three stages generally correspond with the Japanese socio-economic changes throughout the postwar period, some of the land use changes preceded general changes, because they were authorized by the government policies.
Actual cases of the changing of land use on the 60 airfields are classified into five types : A (farmlands), B (farmlands to industrial sites), C (U.S. military to public use), D (U.S.military or Japanese Self Defense Forces), and E (farmlands or U.S. military to airfields). The average distance from the metropolis is the greatest in type A, followed by B and D. C and E are situated closest to the metropolis. Type C has had the most extensive and various spatial effects on surrounding areas. It is also worth noting that the boundaries of former military airfields can be easily identified in many cases even after land use conversion.
These changes have influenced various aspects of the changing spatial structure in the Kanto District, mainly because of the land property characteristics (large-scale area, firm ground surface, land ownership with grid pattern, etc.) and historical factors (former national lands with special public facilities).

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