国内初の新設のLRTがこの度宇都宮で開業する． LRT事業は開業までに様々な出来事が起き，新聞報道として取り上げられることが多かった． 本研究では，事業が加速度的に進んだ2013年以降の10年間のLRT事業の歴史の変遷と新聞別で定性・定量的に見出し記事を分析すると全国紙，経済紙，地方紙でそれぞれ報道の仕方の違いが明確になり，各紙で報道傾向がある可能性を示した．

As many new issues are arising in current days, it is necessary to educate students so they can cope with these issues based on multi-disciplinary knowledge and skills. The University of Danang - University of Science and Technology – (DUT) in Vietnam and Utsunomiya University (UU) in Japan have been holding annual workshops from 2018 to 2022. This approach aimed to create opportunities for students to acquire new knowledge, skills, experience with students from a different country, culture and discipline. The main purpose of this paper is to review the process and the output of the workshops, whether they were relevant to developing and enhancing students’ knowledge and abilities for urban planning and other academic skills, to confirm the possibility of addressing various socio-economic issues in today’s society.

Age-related changes contribute to shifting transportation modes, which affects participation in social activities. Driving status has been highlighted in this context, but there is less evidence on the differences in transportation modes regarding how conducive they are to social participation between drivers and non-drivers. This study examined the relationship between transportation modes and social participation among older adults. The participants were 17,364 older adults aged 65-84 years living in Tokyo and Yokohama, Japan, which are urbanised cities with well-developed public transportation systems. We obtained data on transportation modes used at least once per week, including walking, cycling, car use as a driver, car use as a passenger, train use, and bus use. Social participation was defined as participation in the following social groups at least once per month: public social activities (i.e. neighbourhood associations and senior clubs) and private social activities (i.e. volunteering, sports, and hobbies). We performed a logistic regression analysis and included product terms between driving status (drivers or non-drivers) and other modes of transportation. Subgroup analyses were conducted regardless of the significance of the product term, as they would yield valuable information. There was a significant relationship of the product term between driving status and cycling with participation in private social activities; cycling was associated with 30% (95% CI: 1.12, 1.51) higher odds in drivers and 68% (1.52, 1.85) higher odds of participation in those activities in non-drivers. For both driving statuses, cycling was associated with higher odds of participation in public social activities, and train and bus use showed higher odds of participation in private social activities. These results suggest that cycling and public transportation use are crucial for participation in social activities among both older drivers and non-drivers living in urbanised cities, and the importance of cycling may be emphasised in nondrivers. Our findings would help the transportation, urban planning, and public health sectors develop plans to encourage older adults to participate in social activities.

This study examined the prevalence and density-related geographic variations of active and sedentary travel in greater Tokyo using data from the fifth Greater Tokyo Metropolitan Area Household Travel Survey (n = 412,253, aged 20-64 years). Participants were categorised as those engaging in active travel (>= 30 min/d in active modes and 0 min/d of car use) or not and those engaging in sedentary travel (0 min/d in active modes and >= 60 min/ d in cars) or not. Municipalities in the study areas were classified into inner metropolitan, higher-density outer metropolitan, lower-density outer metropolitan, and peri-urban areas, which differed greatly in population density. The prevalence of active travel ranged from 50 % in inner-metropolitan to 21 % in peri-urban areas, while that of sedentary travel ranged from 4 % to 21 %. These four regions differed significantly in the adjusted mean prevalence of active and sedentary travel. In high-density inner metropolitan areas of Tokyo, half of working-age adults are likely to meet physical activity guidelines through active travel without any car use. Future research comparing cities internationally is warranted to further understand the role of population density in travel mode choice.

近年，子供の習い事の多様化と，習い事をする子供の増加により，子育て世帯の親の送迎の時間的制約は増している．特に，送迎手段を自動車に依存する地方都市では，居住地の公共交通サービスレベルにより差が生じていると考えられる．本研究は，宇都宮市をケーススタディとして，子供の習い事と親の食料品の買い物に着目し，道路ネットワークと施設の立地データを用いて，トリップチェインおよび時空間プリズム制約も考慮した子育て世帯の居住地のアクセシビリティの分析を行った．その結果，習い事施設の種類や，習い事施設と買い物施設の立地関係に依存してアクセシビリティが異なるが，居住誘導区域のアクセシビリティが高いこと，LRT導入により所要時間が短縮される地域や，送迎の必要がなくなり親の移動時間の削減に寄与すること等を明らかにした．

In this paper, we examined and confirmed the effectiveness of public involvement in improving accessibility in three selected railway projects. These are the Hankyu-Itami Station project, Fukuoka Nanakuma Subway project, and Sendai Tozai Subway project. As we had already previously analyzed the approaches and processes of the three projects through stakeholder interviews and literature reviews, we next carried out a satisfaction survey to collect passengers’ voices, including both persons with and without mobility difficulties. Through the survey, we found that passengers with mobility difficulties benefit more from accessible facilities that have been planned via public involvement. We also found that accessible facilities continue to provide barrier-free and universal design access over time. Judging from our findings, we support the view that public involvement is an effective approach to improving satisfaction in the usability of barrier-free and universal design facilities.

過度な車社会による都市部の深刻化する渋滞解決策として，次世代公共交通システムの導入が見直されるなか，新たな交通手段の導入に際し周辺住民との合意形成を円滑に進めるべく導入効果をより分かりやすく説明することが重要である．そこで，市販の3D都市モデルデータをベースに交通流ミクロシミュレータとゲームエンジンの統合開発環境による3DVR都市交通流モデリングシステムを開発した．そして，安価で持ち運びが容易なモバイルVRを用い，本システムにより作成したVRコンテンツの適用性について検証した．この結果，本方式によるVRコンテンツは，従来のCGモデリングツールを用いた方式に比べ，表示品質や処理負荷を低下することなく体験できることを確認した．また，VRコンテンツの作成工数・期間も大幅に低減できる見通しを得た．

本研究では、鉄道事業プロジェクトにおける計画段階からの市民参加によるバリアフリーの改善効果を主観的評価によって確認・検証した。研究対象は、阪急伊丹駅復興事業、福岡市地下鉄七隈線事業、仙台市地下鉄東西線事業である。初めに、文献調査と現地調査、鉄道事業者、行政機関、障害者団体等の関係者へのインタビュー調査を行った。そして、アンケート調査を、各地の障害者団体経由で移動制約者からの回答を収集し、アンケート会社を経由して健常者の回答を収集した。その結果、参加型で計画された鉄道駅・路線の方が通常の駅・路線よりも利便性の満足度が高いことが分かった。最も古い阪急伊丹駅の利便性の満足度が高いことから、しっかりと市民参加で計画された旅客施設の利便性は時代を経ても変わらないことを確認した。以上より、市民参加の効果が確認できた。

大規模小売店舗の立地に起因する渋滞が大きな問題となっており，店舗立地に係る交通流動予測を強化する検討がなされている．一方で，大店立地法の運用主体となる各自治体では，地域の実情に鑑みた地域の基準を定めている．本研究は，この地域の基準のうち，交通流動予測についての地域の基準設定状況を4分類し，分類ごとの店舗新設数について分析を行った．その結果，動的手法の実施について明確に定めている自治体は，店舗面積10,000m2を超える店舗の新設が全国平均に比べ少ない傾向にあることを示した．また早期より動的手法の実施条件を明確化している栃木県での実施例から，現在行われている動的手法を用いた交通流動予測では複数の問題を抱えており，動的手法の実施だけでは渋滞の発生を回避できない可能性があることを実態より明らかにした．

本研究は，子ども乗せ自転車に関する情報提供および安全教育を通して，子ども乗せ自転車利用者が，より安全な運転を行うようになり，周囲の人々が子ども乗せ自転車利用者に対して，より配慮するようになることで，より安全・安心・快適な子ども乗せ自転車利用環境が形成されるという仮説の下で、情報提供および安全教育の効果を明らかにすることを目的とする．東京および北関東居住者計1,100名に対する子ども乗せ自転車に関する情報提供と、東京都市圏居住者で6歳未満の子どもを持つ計29名に対する安全教室の前後において，子ども乗せ自転車利用に関する意識と行動をアンケート調査によって計測した．分析の結果，Webによる情報提供によって、子ども乗せ自転車利用者層の安全運転および6歳未満の子どもを持たない人々の子ども乗せ自転車への配慮に対する意識が向上し，性別，6歳未満の子どもの有無，子ども乗せ自転車利用経験，居住地などの個人属性による意識の差が解消されうることがわかった．また，情報提供に加えて講義や試乗を行う安全教室の効果は一ヶ月後も継続し，より安全に運転し，子ども乗せ自転車利用にも配慮するようになったことがわかった．

Since after the enactment of a series of accessible laws, accessibility in public spaces in Japan has improved. Many creative initiatives have also been introduced in addition to these conventional facilities. In Sapporo, the city introduced a "special seat system" to the subway instead of the more common "priority seats." In Fukuoka, the local transportation bureau introduced a Braille block with wheelchair crossing points so that wheelchair users could cross them with ease when boarding the train. In Sendai, the Transport Bureau introduced wide entrance/exit gates to enable all passengers, including wheelchair users and others to pass through the gates more easily. What is common to them is that they required only a simple modification of existing systems, and that they were implemented by the bold decisions of transportation operators who lent an ear to users' voices as possible solutions. There is still ample room to improve accessibility in public spaces by examining the actual usage and status of relevant measures in Japan.