都市間総合交通体系と定住環境との同時最適化

抄録

1) Objective
The task that to which higher priority should be given, the improvement of the productive social over-head capital. e. g., transport facilities, etc., or the non-productive one useful for regional living-environment, e. g., sewerage systems, etc., will be one of the most important topics in recent regional policies.
As for constituents of the non-productive social over-head capital, there are environmental sanitation (sewerage system, etc.), public rental housing, health and welfare (hospital, etc.), and education (school requisites, etc.). These form the ‘regional living-environmental facilities for permanent settlement’.
We intend to construct a synthesized model which has the efficacy and ability to investigate consistently the efficiency and priority of public investments to various facilities such as proposed 5 future new trunk railway lines, proposed future national trunk expressway systems, branch expressways, ordinal trunk highways, local airports and harbors, which are competitive and mutually alternatives, and are planned over a more lengthy period than the planning horizon of the Third National Land Comprehensive Development Planning.
To cope with such a task, it is urgent and indispensable requisite to develop a general model which can manage ‘goods traffic’ and ‘passenger traffic’ concurrently. All the models hitherto, e. g., our interregional input-output programming model also had not this concurrently built procedure. The reason is that transport facilities such as expressways, highways, ordinal railways are under the mixed utilization of goods traffic and passenger traffic.
2) Pedigree of this model
This paper is an extension of “Optimal allocation of public investment using interregional input-output programming model” [H. Kohno (1975)] which was based partly on the Moses's model (1960) and Lefeber model (1958).
3) Development of several sub-models to meet conprehensive valuation
We have this time, developed several sub-models to meet the comprehensive valuation of social benefits due to the allocation of public investments. These are shown under the itemized sub-titles:
(1) Establishment of passenger travel-consumption activities and its incorporation into input-output programming model,
(2) Generalization of objective function of GNP to the maximization of social benefits incorporating the rate of valuation as to the travel service and improvement of social overhead capital based on the multi-attributed utility function,
(3) Setting up of alternative mixed combinations of ordinal railway passenger service of any link and new trunk railway passenger service of any link, for each type of route,
(4) Systemization of row vector of transport service sector in order to make parametric computation easy,
(5) Establishment of activities of living emvironmental social overhead capital service, and
(6) Estimation of ‘necessary volumes of living-environmental social overhead capital-shipments of industrial and living activity’ coefficient matrix.
Incorporating above six developed ideas into the base model [Kohno (1975)], we have constructed a synthesized programming model to meet our objective.
The computational results of this model are omitted, due to space restriction.