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In recent years, the percentage of elderly fatalities in traffic crashes in Japan has been increasing and has exceeded 50% since 2010. The fatality rate is high for the elderly due to the deterioration of physical functions.The purpose of this study was to reduce the high fatality rate of elderly people at the time of the crash and to find out the effective exercise elements for maintaining physical functions, and to deter traffic crashes and reduce the fatality rate of the elderly people.The effect of exercise on improving and maintaining physical fitness was remarkable, and even when encountering a near miss injuries or crashes, the percentage of the group that was able to respond in some way to a near miss or crashes was higher in the group that regularly exercised. The elderly who do not exercise tend to take longer to start crossing and tend to check both sides of the road less often while crossing. In addition, when they were about to encounter a car, they tended to continue walking, which tended to lead to dangerous crossing.As a result of the questionnaire survey, the possibility of preventing traffic crashes by participating in sports was confirmed. As a result of running experiments using a crossing simulator, it was found that elderly people who do not exercise have a gap between their usual awareness of crossing and their actual behavior.Through the discovering elements of exercise that are useful in reducing injuries will make it possible to provide accurate guidance and training to elderly people with reduced physical functions, and it is expected that pedestrians will be able to avoid traffic injuries with their own abilities.

Introduction: One of the significant characteristics of schools in Vietnam is that almost all parents send their children to school and/or pick up their children from school using private vehicles (motorcycles). The parents usually stop and park their vehicle on streets outside the school gates, which can lead to serious congestion and increases the likelihood of traffic accidents. Methods: The objective of this study is to find out factors affecting the picking up of pupils at primary school by evaluating the typical primary schools in Hanoi city. A binary logistic regression model was used to determine factors that influence the decision of picking up pupils and the waiting duration of parents. The behavior of motorcyclists during the process of picking up pupils at the primary school gate has been identified and analyzed in detail by the Kinovea software. Results and Discussion: The study showed that, on the way back home, almost all parents use motorbikes (89.15%) to pick up their children. During their waiting time (8.48 minutes in average), they made a lot of illegal parking actions on the street there by, causing a lot of “cognitive” errors and “crash” points surrounding in front of the primary school entrance gate. Risky picking-up behaviors were significantly observed, i.e. picking-up on opposite side of the school, making a U-turn, backing-up dangerously, parking on the middle of street, and parking on the street next to sidewalk). Conclusion: Based on the analyzed results, several traffic management measures have been suggested to enhance traffic safety and reduce traffic congestion in front of school gates. In addition, the results of the study will provide a useful reference for policymakers and authorities.

Owing to the information burden placed on respondents, stated choice studies are unable to clarify the impact of non-attendance attributes on the accuracy of respondents’ choices, thus failing to suggest a better option than either overlooking unimportant attributes or excluding important attributes. To deal with the limitation of the conventional approach, this study argues for an important change from the relevance approach to the sufficiency approach represented by a novel construct of perceived information sufficiency. Using attitude theory, this study examines non-attendance attributes through perceived information sufficiency. Theoretical and empirical test results demonstrate that perceived information sufficiency influences the accuracy of respondents’ choices. In particular, a higher level of perceived sufficiency of information given to travelers will result in less involvement of bounded rationality, leading to a more accurate attribute-based prediction of conventional stated choice surveys.

Travelers’ behavioral intention and habits are well-known constructs in the literature of travel behavior. In general, behavioral intention and habits explain the deliberate process and the habitual process of travelers’ behavior, respectively. While behavioral intention is considered as a goal-dependent deliberation, habits are not fully defined due to different views of researchers. The stimulus-response approach describes habits as a goal-independent automaticity, whereas the script-based approach views habits as a goal-dependent automaticity. The controversy in understanding the association between goals and habits necessitates a focus on the establishment of habits in which habits are assumed to appear due to a repetition of behavioral intention. With an aim to understand the process of transformation from intentions to habits, this study focuses on a mediated form of intention that is close to habits. It is hypothesized that the mediated form has characteristics similar to those of habits. Empirical support for the hypothesis was obtained in public transportation domain. The findings of this study are important for the field because they present a possibility that past research has investigated the mediated form of intention instead of habits.

Recently, cycling has been considered as one of the most potential sustainable transport modes in cities. Therefore, a great deal of bicycle facilities has been built in them. One of the most popular facilities could be the bicycle lanes (BL). However, in some cases, cyclists tend to deny using the new-built BLs. This can be viewed as a significant waste of resources. The present study aims to indicate some factors that prevent cyclists from using the BLs. To do so, initially, the effects of the impacts factors on the facility choice of the cyclists were investigated, based on an objective camera-observation survey in the daily cycling environment. Then, the impact trends were validated and explained based on an independent subjective stated preference survey. The results showed that perceived safety was the most important aspect that decides whether they choose the BL or not. Several factors, including high vehicle volume, the existence of real-time stopping vehicles on the BL, gender, narrower width of traffic lanes, narrower width of BL, and wider sidewalk were found that negatively affected the probability of the cyclists on their choice to ride the BLs. These findings can help developers, planners, and designers to adopt more reasonable investment decisions as well as better designs while developing bicycle facilities.

Left- and right-turning vehicles are allowed to make a turn through the crosswalk allocated for pedestrians to cross the road safely. When drivers share this space with pedestrians, they are expected to travel at a low or near-walking speed. Before approaching the crosswalk, left- and right-turn drivers must adapt their speed so as to not endanger the pedestrians. This article presents a study comparing the effectiveness of brick and red-colored pavement on changing the speed of the driver when they make a turn through the crosswalk at a signalized intersection. Three intersections with different pavement design scenarios (no pavement design, brick pavement, and red-colored pavement) were selected for the field study. The speed at three situations—free flow condition, at yellow onset, and when accepting the gap with a pedestrian—were analyzed to evaluate the speed behavior. This data were analyzed using multiple linear regression. Results show a positive effect of brick pavement on the crosswalk o...

The installation of calming measures on a road network is systematically planned way in general to reduce driving speeds, but also reduces the volume of through traffic on local and residential streets. When the demands of traffic calming exceed city resources, there is a need to prioritize or rank them. Asian countries, like Japan, Korea, Bangladesh and etc., do not have a prioritization system to apply in such cases. The objective of this research is to develop a point ranking system to prioritize traffic calming projects. Firstly paired comparison method was employed to obtain residents' opinions about the streets severity and needs of traffic calming treatment. A binary logistic regression model was developed to identify the factors of selecting streets for traffic calming. This model also explored the weight of variables during developing the point ranking system. The weights used in the point ranking system include vehicle speed, pedestrian generation, sidewalk condition and hourly vehicle volume per width (m) of street. Results suggest that the severity of street largely depends on the absence of sidewalks, which has a weight of 45%, and high hourly vehicle volume of traffic per width (m) of street, which has a weight of 38%. These outcomes are significant to develop the state of traffic safety in Japan and other Asian countries.

Pedestrians are the most vulnerable road users as they are more exposed than other road users. Pedestrian safety at road intersections still remains the most vital and yet unsolved issue. One of the critical points in pedestrian safety is the occurrence of accidents between left-turning vehicle and pedestrians on crosswalks at signalized intersections. A crosswalk is a place designated for pedestrians and cyclists to cross vehicular roads safely. Drivers are expected to give priority to pedestrians or cyclists during interactions between them on the crosswalk. If a driver exhibits non-yielding behavior, the interaction will turn into a collision. This study examined the safety effect of three crosswalks designed with different materials such as red-colored material or brick pavement based on a safety performance study. The safety performance study considered left-turning driver's gap acceptance behavior and the severity of traffic conflict events between left-turning vehicles and pedestrians. The results of the study indicates that using brick pavement on a crosswalk increases the safety level of the crosswalk. Drivers at such crosswalks are more acquiescent to the priority rule.

BACKGROUND Magnetic resonance angiography (MRA) is helpful for preoperatively evaluating the degree of carotid stenosis, although it is not always useful for assessing surgical accessibility to the distal internal carotid artery (ICA) due to the lack of osteological information. OBJECTIVE To demonstrate a method for evaluating the accessible distal portion of the ICA for carotid endarterectomy (CEA) using MRA. METHODS As an indicator of the upper limit of the operating field, a line drawn from the C1 transverse process to the hyoid bone (C1-H line) was defined. The cross-point between the C1-H line and distal ICA was delineated on 3-dimensional (3-D) MRA and 3-D tomography angiography (CTA). The distance between the carotid bifurcation and C1-H line was measured in 11 patients. The exposed distal ICA was compared with the extent of intraoperative ICA exposure. RESULTS The mean vertical distance (27.5 mm) from the carotid bifurcation to the C1-H line measured using 3-D MRA was almost the same as the distance (28 mm) evaluated on 3-D CTA. The discrepancy in distance between the 2 modalities was 1.9 ± 1.7 mm. Furthermore, the point of the ICA across the C1-H line created on 3-D MRA was in accordance with the intraoperative measurement (28.7 mm) of the exposed ICA. CONCLUSION The C1-H line measured on 3-D MRA is a simple and useful indicator of the distal point of the accessible ICA during CEA, especially in patients with renal dysfunction and allergies to contrast medium.

Background The demand of a burr hole surgery for chronic subdural hematoma (CSDH) is increasing in the global aging society. Burr hole-derived autologous bone dusts are not associated with extra costs compared with other commonly used synthetic materials. In addition, postoperative calvarium ossification requires periosteum-mediated blood supply, which is lacking after using avascular synthetic materials. Based on these findings, we hypothesized that the combination of the bone plugs and the preserved periosteum during burr hole surgeries for CSDH would induce efficient calvarium ossification. Methods We evaluated the long-term effects of bone plugs on the degree of ossification and cosmetic appearance of the skin covering the burr hole sites. We included 8 patients (9 burr holes) who received the autologous bone dust derived from burr holes. As the control group, 9 burr holes that did not receive any burr hole plugs were retrospectively selected. These burr holes were evaluated by computed tomography (CT) scan for the calvarium defect ratios, CT value-based ossification, and the degree of skin sinking. Results Ossification was observed in all the bone plugs by the bone density CT scans; they maintained their volume at 12 months after the surgeries. The calvarium defect ratios (volume ratios of the unossified parts in the burr holes) gradually increased during the first 6 months and reached 0.44 at 12 months. The mean CT values also increased from 527 HU to 750 HU for the first 6 months and reached 905 HU at 12 months. The degrees of skin sinking at the burr hole sites with the bone plugs were 1.24 mm whereas those without the bone plugs were 2.69 mm (P = 0.004). Conclusion Application of burr hole-derived autologous bone dust is associated with better ossification and objective cosmetic result following burr hole surgery after CSDH.

This study aims to find the factors affecting residents near transit stations within 1000Â m, who are referred to as transit-oriented development (TOD) residents, to reduce motorcycle taxi use and encourage walking to stations. These two modes of commuting are the most popular among over 85% of residents. However, motorcycle taxis are the main pedestrian barriers that hinder easy access and walkability in TODs of Bangkok, because they ride, stop, and provide services on sidewalks. From 2013 to 2015, these problems substantially increased the number of motorcycle taxis that are not willing and able to follow the rules. The increasing number of pedestrian accidents on sidewalks is related to the increase in the number of motorcycle taxis. According to a survey on pedestrian safety with 249 respondents, over 25% of walkers feel unsafe to walk, while 40% of motorcycle-taxi users riding to stations do not walk because they are afraid of accidents. In modal split, the share of walking reduces from 76% for areas

Objective To present indications, surgical techniques, and outcomes of extracranial-intracranial (EC-IC) graft bypass. Methods Between January 1996 and June 2011, 38 patients with large or giant internal carotid artery (ICA) aneurysms were treated using graft bypass, employing the radial artery (RA) or the saphenous vein (SV) as a graft. Preoperative balloon test occlusions were not performed in any of the cases. In 17 patients, the external carotid artery (ECA)-RA-M2 segment of the middle cerebral artery bypass was used for treatment, and ECA-SV-M2 bypass was used in 21 patients. Results All aneurysms were completely trapped, and there were no subarachnoid hemorrhages or recanalizations of aneurysms during the follow-up period (8–170 months). Of the 38 bypasses, 36 (94.7%) remained patent, and there were no permanent neurologic deficits. Hyperperfusion syndrome was not experienced in this series. There were 2 temporary neurologic deficits. In 1 case using the RA, graft vasospasm occurred, and kinking occurred in 1 case using the SV. Another patient with a SV graft had to undergo an emergent revision of the graft 8 hours after the initial operation. One patient with a SV graft underwent a second operation to control an epidural abscess. Conclusions Universal EC-IC graft bypass is a safe and effective method for treating large or giant ICA aneurysms.

The authors investigated the phenomenon of “intelligent rat-runners”—that is, road drivers that use car navigation systems to drive through residential areas in order to avoid congested traffic on arterial roads. A nationwide questionnaire survey revealed that some of such drivers, as a result of having to look at the displays of their navigation systems, have had experiences that could have resulted in serious accidents. A driving experiment conducted showed that drivers with access to information about narrow streets and route guidance through their navigation systems have a greater tendency to avoid congested arterial roads by turning into residential areas.

To combat speeding issues on urban residential streets with a speed limit of 30 km/h, it is necessary to identify the determinants as to why this violation has often been committed willingly. The present study employed the theory of planned behavior (TPB) as a frame of reference to address this issue. Vehicle speeds were observed individually on two residential street sections both with a 30 km/h speed limit, then a questionnaire survey was conducted to the corresponding drivers. The results based on the sample of 376 Japanese respondents showed that speeding intention significantly associated with objectively-assessed speeding behavior while a number of variables were found as significant predictors of speeding intention. Apart from the factors that have been reported in literature, this study proposed three new context-based variables including perceived appropriateness of the 30 km/h speed limit, perceived function of residential streets, and perceived right of vulnerable street users. The data showed that all of the three variables significantly associated to speeding intention while perceived appropriateness of the 30 km/h speed limit had a direct impact on observed driving speed after controlling for other TPB variables. On the basis of the aforementioned findings, the implications for speeding interventions and related polices were also discussed.

The purpose of this study is to verify the efficacy of a route/timetable reorganization methodology focused on a hub-and-spoke schedule bus architecture as well as the introduction of demand responsive transport (DRT) in suburban or underpopulated areas in Japan to accommodate local requirements. We selected Tokigawa town for our reorganization trial and there were many local characteristics that needed to be addressed, including town residents' demands for origins and destinations that were linearly arranged within the town but also scattered outside of the town, geographically far flung, and in this scenario, route reorganization utilizing a hub-and-spoke architecture proved effective. Particularly, by changing the timetable whereby long routes running longitudinally and across the town connected with spoke-style short routes, service frequency was increased considerably without significantly increasing expenses. Also, by implementing a system to alternatively operate regular route buses and DRT with a fixed schedule and area for routes in the mountain area, bus availability for residents living in low traffic areas was successfully increased due to increased efficiencies.

A speed limit of 30kilometres per hour (km/h) has been widely introduced for urban residential streets to ensure traffic safety and allow these streets to fulfil other intended functions. However, excessive speeds on these roads are very common, causing traffic safety problems and threatening the liveability of neighbourhoods. An effective and active way to deal with speeding is the application of a performance-based design approach, as mentioned in previous research. In a performance-based design approach, street geometrics and roadside elements are selected based on their influence on the desired driving speeds. The relationship between driving speeds and street features therefore needs to be determined. Although several studies have developed operating speed models for urban streets, all of these models were calibrated based on data for streets with speed limits of more than 30km/h. The present research is designed to investigate the influence of various roadway and roadside characteristics on operating speeds on urban tangent street sections with a 30km/h speed limit using profile-speed data. A simultaneous equation regression with a three-stage-least-square (3SLS) estimator was used for the modelling effort. The driving speed models developed in this study incorporate several street design factors, which provide helpful information for urban planners and street designers to cope with speeding issues on residential streets.

The output of the models devised for bus-based evacuations often only provides the time required to complete the evacuation with known input resources along with the routes for each bus trip. The different techniques used to minimize the evacuation time aim to improve either the demand or the supply side of the mechanism. Great care must be exercised to avoid negative impacts of such improvement efforts. In this study, two important factors, variation in demand and evacuation route flexibility, are discussed with respect to their effects on the optimality of bus-based evacuation planning. The model of short-notice bus-based evacuation under dynamic demand conditions (SBED model) was used to highlight the importance of these factors in evacuation planning through a case study of Kawajma Town. The model was run to simulate different evacuee demand and bus route scenarios, and the results were analyzed. In terms of the number of evacuees, better results were observed in the fixed-demand case than in the continuous-demand case. In addition, the results indicate that introducing evacuation route flexibility into the model reduces resource use but necessitates more model run-time. Keywords: Bus-based evacuations, Demand variations, Evacuation route flexibility, Model run-time

Attracting people to use the public bus has never been easy. Private vehicles have typically offered better alternatives than the public bus at the cost of environmental problems. The challenge is even greater in rural areas and small cities where factors such as diverse activity locations, abundant parking lots, and non-existence of traffic jams have justified the use of private car as a commuting mode. This paper tries to address this challenge by analyzing the prospect of increasing patronage for a local public bus in Hidaka City, a small city in Japan. A questionnaire survey collected from three main residential complexes in the city was used in the analysis. The study mainly focused on work commuting trips and the respondents were categorized into train commuters and non-train commuters for the analysis. The results showed that up to a 14% increase can be expected from the train commuters with the majority share coming from motorized modes. Strategic implementation in improving the services was not as straight forward as expected. However, the findings indicated that the right direction had been pursued.

In many cases of anterior choroidal artery aneurysms (IC-AChA An), anterior choroidal arteries (AChA) arise from the aneurysmal neck or dome. This is an important reason for a higher rate of surgical complications. We treated 29 cases of IC-AChA An between January 2006 and May 2010, and classified them based on the origin of AChA by retrospective investigation of preoperative 3D-DSA. Cases in which AChA mainly arose from internal carotid arteries were classified as Group 1, those from the aneurysmal neck were classified as Group 2, and those from the aneurysmal dome were classified as Group 3. Thare were 3 cases (10.3%) in Group 1, 21 cases (72.4%) in Group 2 and 5 cases (17.2%) in Group 3. The average of dome /neck ratio was 1.22. Clipping was performed with indocyanine green (ICG) videoangiography in 27 cases and motor evoked potential monitoring (MEP) in 18 cases. There were no ischemic lesions in MRI or neurological dysfunction after surgeries in any of the groups. In 3 of 18 cases with MEP—1 in Group 2 and 2 in Group 3—the amplitudes decreased. In 2 of the 3 cases, ICG videoangiography showed good blood flow. We should keep in mind that ICG videoangiography is not quantitative. ICG videoangiography is very useful, but MEP is routinely needed. Group 1 and Group 2 cases about 90% of all cases, require careful modification of the origin of AChA in clipping. Understanding the origin of AChA using 3D-DSA before surgery is very important to realize good surgical results.

Measurements of platelet reactivity and assessment of the efficacy of antiplatelet drugs are widely recognized as pre-requisite for the diagnosis and treatment of stroke patients. A recently established shear-induced platelet reactivity test using non-anticoagulated blood (the Global Thrombosis Test) has facilitated measurements of physiologically relevant platelet function and thrombolytic activity. 195 healthy volunteers, not taking antiplatelet drugs or anticoagulants, and 185 patients with acute cerebrovascular diseases were enrolled. The effect of antiplatelet drugs on platelet function and thrombolytic activity was assessed using the Global Thrombosis Test after 14 days of medication. The occlusion time (OT), an index of platelet reactivity, in healthy controls was 284.9 ± 92.2 s. The lysis time (LT), an index of thrombolytic activity, in healthy controls was 2,231 ± 1,223 s. Both times had no significant difference between males and females. The OT of all stroke patients was 210.3 ± 140.8 s and was shorter than that of the healthy controls (284.9 ± 92.2, p < 0.0001). The LT of all stroke patients was 3,159 ± 1,549 s and was longer than that of the controls (2,231 ± 1,223, p < 0.0001). Medication significantly prolonged the OT from 184.5 ± 150.6 s (before) to 295.3 ± 208.1 s (after) in all patients, indicating a reversal of the hyper-platelet reactivity. In addition, medication shortened the LT from 3,924 ± 1,718 s (before) to 3,107 ± 1,794 s (after) in all patients. A prothrombotic state exists in stroke patients due to enhanced platelet function and suppressed thrombolytic activity. Medication improved these physiological parameters of haemostasis.

Twenty-two patients with cerebrovascular occlusive disease including 6-moyamoya disease underwent superficial temporal artery-middle cerebral artery (STA-MCA) bypass surgery between February 2007 and March 2008. In atherosclerotic cases, a single bypass between the parietal branch of STA and the posterior temporal artery was performed. In cases of moyamoya disease, a double bypass between both branches of STA and MCA (M4) on both frontal and temporal lobe with indirect bypass was performed. Perfusion areas of bypass flow from STA were evaluated by intraoperative near-infrared indocyanine green (ICG) videoangiography. This allowed unprecedented direct visualization of bypass flow in detail. In most atherosclerotic cases, perfusions of bypass flow were localized on the surface within the temporal lobe. In cases of advanced moyamoya disease, local perfusion areas only around the recipient artery were observed. This is the first report of perfusion areas of bypass flow being evaluated by intraoperative direct observation. With more cases, intraoperative ICG videoangiography may help surgeons select the recipient artery or decide if supplementary indirect bypass is necessary in moyamoya disease.

Traffic calming provides a process for identifying and addressing existing problems related to speeding, excessive traffic volume, and pedestrian safety concerns on residential streets. Although several traffic calming devices have been installed in Asian countries for example in Japan and Korea; they have no distinct and methodical process for the device selection. The objective of this research is to illustrate a comprehensive review of North American traffic calming device selection process practices. The aim is to establish traffic calming device selection process guiding principles to be introduced in Japan. This research reveals that speeding is the most significant issue for installing a traffic calming device. The result explores that community support is the most important factor for the selection of a traffic calming device. The result shows that speed humps and speed tables or raised crosswalks are the most widely practiced devices.

The decline of response rates in attitude surveys and the nonparticipation of residents are big issues in decision-making processes for transportation planning. The existence of individuals who do not state their opinions, the silent group, disrupts smooth consensus-building processes. It is often claimed that the silent group or so-called silent majority relies on policy makers or proposed plans. This research analyzes the silent group's character in a traffic calming project conducted in a residential area. To understand the silent group's level of awareness, attitude, and preference would help identify better ways of including them in planning processes in the future. Data obtained from questionnaire surveys were used for this analysis. Nonrespondents to the surveys were defined as the silent group. First, the difference of opinions between the silent group and the nonsilent group was investigated. The result showed that the silent group was less aware of the traffic situation in the area and did not easily agree with the proposed plans. Second, the reasons for the silent group's attitude were analyzed. The result suggested that the silent group members felt less danger on roads near their houses, so they do not recognize the traffic situation of the whole neighborhood as serious. Because of the lack of awareness, the group tended to refuse questionnaire surveys. Moreover, the logistic regression analysis concluded that the silent group was less involved with survey topics that dealt with specific traffic problems and countermeasures.

This paper explores user satisfaction with making use of paratransit in Bandung, Indonesia. User perceptions of attributes are analyzed using factor analysis to find representing attribute types and factors of service quality. Ordinal probit analysis is employed to explore the characteristics of users regarding their perception of satisfaction with the paratransit service. Binary logistic analysis is undertaken to predict users' choice probability in making use of paratransit in the future when there is a service improvement. The study reveals that what may be of importance in developed countries carries a different weight of importance for paratransit users. This fact can be explained by describing the characteristics of users that expressed their satisfaction, which also explains the target market for this mode. The analysis reveals the notion that financial motives seem to dominate when users select to use paratransit.

In Japan, install of hump bagan in earnest. Then hump has made various researches in community road, for example, the effect of hump, questionnaire about hump, end so on. In this research, it was examined that the effect by continuous installation of humps and the opinions of resident about installing humps through the experiment at Kokubunji City in 2006. In addition, the comparison of traffic survey data and questionnaire data was examined. As a result, it was found that there is a disagreement for noises and vibrations between these two data.

In this paper, the authors propose “rut runner MM” as a communication method to reduce through traffic by residents' power. As a result of a social experiment conducted in a dangerous urban street, it was found that the traffic volume had reduced by about 10%. It was also found that this effort was not suffered from opposition from other residents proving the effectiveness as a community participation measure.

脳主幹動脈急性閉塞に対するt-PA静注療法（以下t-PA）および超選択的血栓溶解療法（以下PTA）の再開通の有無，症候性出血の頻度，および3カ月後のmRSを比較し，急性期治療の現状および今後の課題について検討した．対象はt-PA 45症例，PTA 96症例．t-PAとPTAを比較すると，全体の再開通率は35.6%対21.9%，部位別では，中大脳動脈遠位部50.0%対16.7%，中大脳動脈近位部52.6%対25.0%，内頚動脈6.3%対5.3%，脳底動脈25.0%対26.3%．症候性頭蓋内出血0%対5.2%．3カ月後のmRS0，1群は17.4%対12.5%，2，3群は15.3%対14.6%，4，5群は54.3%対47.9%，6群は13%対25%．以上よりt-PA静注療法は，従来の血管内治療に比べ，中大脳動脈閉塞に対する再開通率が良好で，全体の成績向上に貢献した．しかし，内頚動脈や脳底動脈閉塞では両群とも再開通率が不良であり，今後治療の改善や工夫が望まれる．

The Parking Reservation System which disperse and cut demand to concentrate on temporarily by making a parking reserve has been expected, while main transportation problem such as the queue for parking and traffic in sightseeing spot become obvious. However, There are few real introduced examples under the present conditions in a sightseeing spot. Therefore, in this study, We examined irtroduction of social experiment of parking reservation priority system to grasp effect and receptiveness of parking reservation priority system for world heritage Shirago. And, We ananged the problem for the real introduction ofpaiicing reservation priority system.

現在，住民の意見を反映した計画作りのための意見の集約方法や，そこで意見を言わない人々（サイレント層）の位置づけについて明確な基準が存在していない．本研究では，地区交通計画に関する意識調査を用いてサイレント層と調査内容との関係を検討し，適切な意見集約方法のための知見を得ることを目的とした．分析の結果，サイレント層は調査主題の交通問題と関りが浅いことが示唆された．自身が危険だと感じている道路とは別の道路のみに交通問題の対策案が提示されている場合，地区全体の交通問題の認識に関わらず，サイレント層になり易いことが分かった．また，サイレント層には単独世帯が多く，督促後の回答には無回答項目数が多いことから，サイレント層の交通問題への関りの低さが浮かび上がった．

At present, providing real time traffic information to the drivers became possible by the development of ITS (Intelligent Transportation System). However at present route choice model applying traffic simulations used by the transport planner is not considering the influence of provision of real time traffic information. Therefore, this study has an aim to propose driver's route choice model which considers the driver's experience and provision of real time traffic information and to forecast the impact to traffic condition. The authors applied the driver's behavior logit-model to the micro traffic simulation system tiss-NET, and conducted virtual experiment.