There have been so far small research works on highway weaving sections and the design and operation methods of the weaving sections have not yet established in Japan. In the U. S. A the analysis methods have been revised drastically in the new HCM-1985 compared to the old edition. However there remain still discussions on it among researchers. Several analysis procedure have been proposed so far and studies are going on still now.
This paper reviews those development about the weaving analysis study and presents also the state of arts on the traffic flow characteristics and capacity study concerning weaving sections in Japan. It also perspectives the future study problems.

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This report describes the outline and the results of a series of traffic surveys and capacity analysis on weaving sections on the Central Loop and its neighboring sections of the Hanshin Expressway in Osaka, Japan. The traffic surveys were conducted by making use of both areial photographs taken from a hovering helicopter and video recordings from the top of buildings along the weaving section under study. The traffic flow through the six weaving sections were analysed and it was found that the weaving traffic were severly affected by the on-ramp traffic performance. Using those traffic data applicability of HCM-85 Weaving Capacity Analysis Method to the Japanese expressway was eveluated. It was concluded that the HCM Method can not be applied to the traffic on the Hanshin Expressway without adding some modifications. Directions for modifiying the speed equations were given based on the regression analysis.

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Capacity of weaving sections is affected by many variables such as four directions of flows and variety of lane configurations. And it is difficult to estimate capacities of weaving sections through statistical analyses based on observed capacity data for various geometries and flow conditions. It is therefore considered that the capacity value may be reproduced by the aggregation of individual driver behaviors. Using vehicles trajectory data obtained from observations on several weaving sections on urban expressways in Tokyo area, such microscopic variables as spacings and relative speeds of weaving vehicles were analyzed. Based on these analyses, a simulation model which intends to estimate weaving capacities was developed. Such maneuvers of weaving vehicles as lane changing and acceptable gap searching which affect capacity were particularly precisely modeled. The model was validated for two congested weaving sections of the Tokyo Metropolitan Expressway. Simulated values of capacities were found to fit well with the observed ones.

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The Japan Highway Public Corporation, with the data it has collected over the past four years regarding the phenomenon of weaving on the roads and expressways it manages, has developed a model that simulates such behavior, This paper, which utilizes the results of this research, analyzes the structure, simulation ability, and scope of applicability of the model, as well as examining the methods of evaluation for weaving section lengths when said model is applied.

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This study examines whether or not the investment for railway network formation in Meiji and Taisho era was worthwhile for the national economic efficiency by applying the cost benefit analysis to the time series data from 1875 to 1940. The socio-economic model which this study adopts is a simple but dynamic general equilibrium model. The national benefits are expressed by two terms of the GNP contribution effect and the welfare effect of which the latter is defined as the monetary expression of the improvement of convenience due to the fare decrease and rail capital stock increase.

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This paper concerns with fiduciary contracts for urban development between a principal (public sector) and an agent (private sector). In fiduciary contracts for urban development, agents typically know more about their tasks than their principals do, though principals may know more about what they want accomplished. We cannot expect any developer to function as well as it would if all information were costlessly or if the incentives of principals and agents could be costlessly aligned. Thus, the basic element of fiduciary contracts is to design incentive schemes that can share risk and simultaneously preserve incentives. This paper presents an economic mechanism for agents to be induced to reveal their true private information. Our mechanism is capable of designing the optimal incentive schemes that overcome the principals ‘inability of observing the agents’ behavior under a broad class of fiduciary contract problems.

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In this paper, we propose a model of office location which deals explicitly with the role of face-to-face contacts among firms in location choice. In the model, frequency of contacts with other firms are endogenously determined. And trade-off between communication activity and routine work is described by introducing time constraint on working hours. Through numerical simulations, properties of office location are demonstrated. First, the impacts of changes in model parameters on spatial distribution of office firms are analyzed. Furthermore, by taking account of traffic congestion on road network as an agglomeration diseconomy, various patterns of office distributions, such as generation of subcenters, are described.

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To monitor safety of the road, traffic conflict technique which observes evasive action by driving a car had been proposed. This method assumes that frequencies of evasive action by a test car while it passes through certain road section have correlation with potential of accidents at the section. However, this method needs some more information about repeatability, reliability and practicality for practical use in road administration. Two national highway were selected for test section, and the tests were done in various condition to examine the items mentioned above. In the consequence, some quantitative results which are necessary in application of the test to road administration were obtained.

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An aircraft scheduling is very important for the examination of general aviation planning. Most of the previous studies were focused the hub and spoke type network, however, the round and robin type network scheduling is desirable for general aviation planning. This paper proposed the aircraft scheduling models for round and robin type network by using dynamic programming approach. We formulated three different models such as one after another method, resource allocation method and branch and bound method. The results suggest that branch and bound method is more effective for small size network, and one after another method is more effective for large size network. These models have applied for the network in a part of Hokkaido region.

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Conventional methods for estimating origin-destination (O-D) trip matrices from link traffic counts assume that route choice proportions are given constants. In a network with realistic congestion levels, this assumption does not hold. This paper shows how the existing methods such as generalized least squares technique can be integrated with user equilibrium assignment in the form of a convex bilevel optimization problem. The existence of measurement errors and time variations in the observed link flows are explicitly taken into account. The feasibility of the model is always guaranteed without requirement of data preprocessing. A heuristic solution algorithm is presented and illustrated with a numerical example.

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Free network adjustment for a survey network gives us the unique solution with the smallest error of coordinates of stations in the network, and the errors obtained are regarded as a measure for the precision of the survey network. Therefore, many geodetists have been investigating the excellent methods to get a free network solution. All methods developed are based on the method of adjustment by observation equations. The authers, in this paper, attempt to present a simple method for obtaining the solution of a free network by use of the adjusted results of a network by the method of condition equations. The proposed method is easy to understand and simple to compute. Most of surveyors and engineers are familiar with the method of adjustment by condition equations, and this method has an outstanding advantage, that is suitable for finding blunders at early stages. We can obtain the solution of free networks without missing this advantage by use of the proposed method.

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Development of flood controls in the Niigata Plain began from the excavation of the Matsugasaki Floodway in 1731, the mid-Tokugawa era. After modernization of flood control techniques, this development was completed, for the time being, through the accomplishment of the Okozu floodway in 1931. This modern flood control techniques mainly cover weirs, gates, and the use of pumps, modern construction equipment and methods. By using these modem techniques, river flow can easily be controlled in spite of large flood. This new technology had been devised through trial and error by Japanese engineers in the latter Meiji era. Hence, we can trace the development of flood control techniques in Japan through a research on the history of flood controls in the Niigata Plain.

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The purpose of this study is to examine a suitable urban structure by considering the road capacity.
This paper includes two contains; One is to establish an appropriate location model of floor-area ratio with the aim of dissolution of road congestion. The other is to apply the model in a hypothetical city and TOKYO central district.
From the results of the models' application, We propose that one of suitable urban form is the poly-nucleated city and control of the urban capacity is necessary in TOKYO to solve the road congestion problem.

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This paper describes the detection and estimating method of pavement freezing. In order to clarify the actual states and problems to solve regarding the pavement freezing, properties and changing process of snow/ice on pavements are investigated. As a part of this study, Dielectric Pavement Freezing-detector (DPF) is newly developed to distinguish various snow/ice conditions on pavements which is found to be an effective instrument to detect the pavement freezing and to obtain the information of pavement conditions. On the basis of insitu survey results and data measured by DPF, the pavement temperature is estimated using a computer simulation model, and a methodology of pavement freezing prediction is proposed from the viewpoint of a further study of snow/ice control system.

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A CAD-Based plane table surveying system is newly developed for topographic surveying. This system consists of a total station linked to a lap-top computer and the CAD software with survey programs. With the system surveyors elite figures and compile maps up to near finishes, while observing objects.
The system features:
1) high reliability of produced maps, because drawing figures and lines are monitored on a display at survey sites. 2) efficient survey works, because the system is provided with a resection program for free stationing and an intersection program for object point determination. 3) flexible data management because the system is integrated in a total digital mapping system controlled by a common CAD.

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Torsional vibration of wheel-shaft system of a vehicle passing a curved track having short radius can be excited by rolling-slipping friction between rail and wheel. This vibration can cause rail corrugation. This paper theoretically considers the effect of the dynamic interaction between rail and wheel on the torsional vibration and shows that the dynamic interaction strengthens the torsional vibration and increases the corrugation even under the condition where the negative damping is relatively small.

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This paper describes an attempt to find a model to predict temporal distributions of recreational travels which do not take long stay. The model is formed by assuming disutility-minimizing behavior of travellers, taking account of the earliness of departure time, lateness of arrival time at home, shortness of stay at the destination. The model provides the distributions of departure time and leaving time for home for origin-destination pair.
The model was applied to the recreational trips by cars to Marine World in Fukuoka. It was revealed that the model provided reasonable predictions.

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