IG/OG program for generating and displaying NASTRAN input and output data

A software system was provided for structural analysis fields using NASTRAN. The HITAC users in Japan can use IG/OG (input generator/output generator) program for NASTRAN. The IG/OG saves time required to make a structure analysis for interpreting NASTRAN results

Design of Hump Profile in Railroad Classification Yard

The fundamental objective of this paper is to aggregate and establish a set of practical principles, guidelines, and procedures to clarify and improve classification yard design and to enhance the efficiency of the design process. The paper primarily addresses theoretical and technical aspects of hump yard height and grade design, placement of the switches and the retarders. It attempts to compile and document yard design procedures, based on the Theory of Energy Head and Energy Loss. This procedures are applicable to the design of new yards, rehabilitation of the existing yards of different types and sizes including manually operated as well as highly automated classification yards

Simulation of Hump Performance in Railroad Classification Yard

The paper presents methods for simulation and examination of the performance of a classification yard, including both manual and computer-aided methods. Presented methods are applicable to the simulation and examination of full range of yards of different types and sizes including manually operated as well as highly automated classification yards

Optimal Toll Rate and Expansion of Urban Expressway

Some extension is made of the previous papers of the same title in order to investigate (1) what aspect consumers' surplus has according to the characteristics of inverse demand curve and (2) where the maximum consumers' surplus is reached in an equilibrium of toll revenues and cost. As for (1) three kinds of inverse demand curves are assumed in general form. The marginal consumers' surplus to expansion of expressway network is proved to be of definite sign (positive or negative) or equal to zero according to each curve assumed. For each of curves, the region where consumers' surplus finds its maximum is also shown on the expressway users ~ network expansion plane

Optimal Pricing in Urban Expressway

A welfare economic approach is applied to investigate some implications of optimal pricing in urban expressway where two different groups of users are supposed to exist. On the assumption of a specified demand function, following implications are shown; (1) optimal prices must be such that the diversion ratios are the same and (2) the price rates must be set equal each other, where the price rate means the proportion of the price to the average user benefit. In connection with the results, the elasticity of the demand with respect to price is measured in Osaka area of Hanshin Expressway, where two different levels of price are flatly set for users according to the characteristics of their cars

Optimal Toll Rate and Expansion of Urban Expressway

A welfare economic approach is tried to an optimal decision of toll rate and expansion of urban expressway network in an equilibrium of toll revenues and cost of service supplied. The model, originated with Yamada, is such that the decision comes into optimality when the maximum consumers' surplus is reached in the equilibrium condition. The paper is concerned with some general aspects of the optimal solution and reexamination of the solution obtained in the past when used a specific demand curve. General aspects obtained are as follows; The extremum condition to consumers' surplus is equivalent to that to diverted traffic (the realized number of expressway users) only when demand curve has such a property that the marginal consumers' surplus to network expansion vanishes. In case that the marginal consumers' surplus does not vanish, the extrema of consumers' surplus is found in the regions of negative marginal diverted traffic if demand curve yields positive marginal surplus, and in the regions of the positive if it gives negative marginal surplus. The contact points of demand and average cost curves give extrema of neither consumers' surplus nor diverted traffic. An implicative finding, made out by Yamada by using a specific demand curve, that optimal network expansion is reached when the marginal service cost to expansion averaged to the marginal diverted traffic to expansion is equal to the value of time saved by using expressway just by mean trip length holds good at the points of the maximum diverted traffic, but not at the contacts of demand and average cost curves. In case of the demand curve, the condition for an equilibrium of revenues and cost to come into existence is that the minimum of the ratio of service cost averaged to the whole population of expressway users to the value of time mentioned above is less than or equal to e(-1)

Car Ownership in Households

Car ownership in households is analyzed by disaggregate behavioral modeling technique. Two models are built to analyze characteristic features of car ownership. The results are (1) The number of driver licenses in a household is, as a matter of course, most influencing on car ownership and multi-ownership. (2) Family size is the second most influencing. (3) Utilily obtainable by owning second or third car is higher in the household of primary industry than that of the other industry. (4) Inclination of household to be car owner is stronger in a sparsely inhabited zone than in a densely inhabited

An Applicability of Aggregate and Disaggregate Estimations to Mode Choice by Inter-regional Occupational Person Trips

Diversion model and disaggregate behavioral model of logit type are adopted as aggregate and disaggregate estimates, respectively. Diversion model is assumed as a binary choice process including diversion ratio function at each step in the process. Diversion ratio is assumed as a function of generalized-travel-time ratio. The function is identified with each of the two steps of diversion; diverson from rail and bus to car at first and from the rest undiverted to bus at second. The data used are those on inter-regional occupational person trips. Each function are found enough and/or critically significant in the statistical sense. At the begginning, sixteen characteristics variables are enrolled in disaggregate model, which are identified by use of the above data. Six variables are reached finally and are all reasonable. A brief comparison of goodness of fit to the data are made between two models

Urban Expressway Pricing under Constraint

Four radials-single ring urban expressway network is priced and, simultaneously, optimized in its spatial formation under the constraint that a balance must be kept of revenue and expenditure. The model consists of three sub-models: road system, car trip generation-attraction and traffic diversion. Network performance is assessed on two criteria; trip number criterion on which the aggregate number of car trips diverted onto expressway is maximized and travel hour criterion on which the travel hours of car trips integrated over the road system; surface and expressway, is minimized. Optimization is tried by numerical calculation for some sets of parameters in the model. The results are summarized as follows; (1) simultaneous optimization of price and spatial formation of the expressway network is possible on each of criteria, (2) trip number criterion produces lower pricing and smaller network while travel hour criterion does higher pricing and larger network, (3) optimum solution lies in a delicate relation of price and spatial network formation that comes from the balance constraint